dickandlois

Posted 1 hour ago · Report post Rich, The second Intellitec box controls the magnetic switches? Think the Reed switches let the CPU / data bus know the the data is ether a 0 or 1 - Low or high. Many times the system use a low bit as the most significant and the high as the least significant. It sure looks like your coach is setup with CAN (closed area network). Intellitec uses Microsoft operating system. They have there advantages, but the weak link is the RV service centers most likely do not have tech trained in diagnosing them. An from your experience with Monaco, they are not up to speed with the technology or they are reluctant regarding the sharing of corporate information. The weak link with CAN systems is their susceptibility error data caused by oxidation, corrosion and dirt in the connections. The module should be installed in a protected environment inside of the vehicle. Not to sure that they are EMP hardened and if by chance a location experiences a EMP, there is going to be allot of dysfunctional equipment. Rich. Just got a good look at the box information you posted and it sure looks like it says 24 volts on it. So is your box a dash 100 or a 110? I'm thinking you do not have a 24 volt system in the coach, but there could be a 24 volt starting system.

Good Pictures! Think you mentioned that there is more then on of the Tyco relays. Do they have the same numbers on them ? Can you possibly change the one pictured with a second relay. If one of them is defective the system should change regarding the operation. The second option to check the relays is with an Ohm meter to see if there is a different reading on the same pins. You need to make notes on what connections you are reading regarding from what point to the other and repeat the same sequence on the other(s) The information on the one in the picture is a 20 to 30 amp relay and I'm thinking that on of them might have the high current contacts welded together ? Also, the fuses pictured are 10 amp and there should be some 20 amp or bigger fuses in the circuit that protect the motor circuit. I also see that 2 of the 10 amp fuses at the top are labeled telescope and travel lock. Talgutbir, from way your approaching the issue, I know that you have some expositor to wiring or control circuits! Like Bill mentioned Monaco should have drawings of the system that they could send you. Now to do some looking up of the numbers in the pictures. LOL Bingo - First hit ! http://www.intellitec.com/assets/pdf/1453-intellitec-pdf-template-53-00916-000.pdf Relay info. link. these relays do not come in a permanent magnet operation configuration. http://www.te.com/commerce/DocumentDelivery/DDEController?Action=showdoc&DocId=Data+SheetV23234-X0000-A0010314pdfEnglishENG_DS_V23234-X0000-A001_0314_234_0314.pdf2-1904025-3 The Next question is what or where is the magnetic switch that the magnet in the picture activates? This is a link to some reed switch information and the second stile switch might be incorporated into your wiring it is not a common practice. A bad one or misaligned one could be keeping the relay coil on, an running hot. http://www.reedswitchdevelopments.com/about-reed-switch-developments-corp/reed-switch-operation/ Rich.

The controller for the slide room might be setup like this. USRE44002 Jun 29, 2012 Feb 19, 2013 Lippert Components Manufacturing, Inc. Retractable room actuation assembly for recreational vehicle. This is the PDF file you will be looking at when you open the like above file:///C:/Users/Data%20Base/Downloads/USRE44002.pdf pages 6 and 7 Rich. USRE44002.pdf

talgutbir, Thanks for the information ! This is a link to the owners manual for your coach if you do not have it. It is 300 plus pages. There are no electrical drawings, but pages 123 and 124 cover the slide systems. http://www.monacocoach.com/resources/media/manuals/2010_Dynasty.pdf Now, you coach uses a Lippert Electric system, so I will see if there might be some information on it. The systems have numerous safety interlocks before the slides will work. Also, I know that there is a post covering an electrical slide issue, that required the replacement of the bedroom control module, that sounds very much like yours. So just maybe that coach owner will chime in. Rich. This is a link to a newer chassis pdf file that might be good to have on file. They do not change a lot year to year. file:///C:/Users/Data%20Base/Desktop/moaco_chasae_2016_dip_rm.pdf These Drawings are close to what you might find. They cover a HR coach built by Monaco. Monaco Slide system circuit Drawings.docx

The first item to check is if the coach still under warranty. If not then it comes down to your skills working with electrical systems and the ability to find wiring drawings and help from the Technical help desk. The control module(s) could be located in a number of locations. The other item that would help the Group is to know the Make, Model and year the coach was built. That gets everyone on the same page. Rich

talgutbir. I switched the wires at the motor connection so when I press IN the slide does go out so nothing is wrong with the mechanics of the slide. The point where you reversed the wires, was that at a circuit board ? there are 2 relays that toggle and switch the positive and negative feed to the motor, you did that manually. So that would most likely indicate a defective fuse, relay or solder connection. Rich. Note, one would also have to consider a connection in the control wiring for the relay coils or at the toggle switch you use to move the slide in and out. For sure half of the circuit is working because by reversing the wire to the motor the slide changes direction.

Good thought from Bill. Might check for a loos or corroded connection between the control board and the board connector. Second item could be a loose ground ? What year was the coach built? The area where the fuel air mixture is adjusted, something might be loose enough to allow the air to fuel mix to change Rich.

Check out this link and see if it might help. https://www.arprv.com/no-co-norcold.php Rich.

Good information regarding inflation point when the tires are on the warm side and Carl, tires do tend to run a little high pressure wise when traveling in the Southwest midday when the road surface is hot enough to fry and egg, but standing on the road surface to cook them will make one do a dance routine. LOL An yes many of the diesel powered coaches have connivance air ports, but many of them are set at 65 psi. max. and will work fine for most tires, but come up a little short when adding air to Class A or AD coaches. A quick check with a pressure Gage will answer that question and yes the Air pressure set point for coaches with air brakes is 120 lbs. but I'm not a fan of installing a second high pressure point in the high side of the air system. Rich.

gordonpond, Welcome to the FMCA Forum ! This is a copy of a owners manual, that should be close to what you have on the 1999 model. Check page 24 of the information for the circuit breaker you might be looking for. Rich. Coachmen_Owners_Manual_13913989.pdf Coachman Coach information list.docx

Thoma, Welcome to the FMCA Forum! I do not know how your coach is wired or where the problem might be but this information might be of some help. Rich. Newmar_corp_SS2011Electrical12V.pdf There is a large fuse in the 12 volt wiring between the inverter and the chassis batteries.

Bill, Kay and I had a conversation regarding your electrical system and changing out the converters (that where used to charge the batteries) and the inverter that made 120 volts only did not require 30 amp wiring to the inverter / chargers that charge the batteries and supply the 120 volts to the 2-120 volt circuits that are powered from an inverter. This change requires the 30 amp breakers and larger wires to supply the needed current at the inputs. That is covered in the installation portion of the owners manual. Like you mentioned, it is not easy to replace the wiring, the main circuit breaker panel and the sub breaker panel and make sure that there is a time delay relay in the generator output wiring, that allows the generator to warm up before switching over to handle the AC loads and the output of the inverter(s) is isolated from the Main Breaker panel input, so there is no power loop created. Kind of like a microphone placed in front of a speaker. The squeal is hard on the ears and the electrical equivalent is hard on electrical equipment. The thing is once it is completed, the coach wiring is completely up to date. The second option is to replace the converters with new ones, install a new sine wave inverter and transfer relay(s) and leave all the wiring as is. I call it the domino effect. Changing one thing leads to a cascade of changes. Good luck and please remember there are no dumb questions. We are all part of a big family on this forum and want everyone to be safe and have fun. Rich. Not knowing how the shore power wiring is run on the coach, is there a possibility to run some conduit between the current shore connection and where the new inverter is mounted an room for a new Main Breaker Panel. So most of the current 120 volt wiring could be used?

Bill, I did find this information, it is a ATS system for the AC input side supplied from the Shore cable, Generator or Inverter. When you talk about the transfer switches, are you writing about AC input or the transfer relay in the output of the inverter(s) switching between the feed through power and the inverter output AC source? Rich. Parallax_ats_503_owner_op_guide_rev_b.pdf

Nothing like a Keystone mountain ride as a shake down trip. LOL Rich.

Thanks! Bill The wiring you described sounds like one would expect to see ! Setup almost exactly lick most coaches. Mine has the H-1 /L-1 at 30 amps going to the inverter input with the output going to 2 - 20 amp circuits being supplied. When on shore power the 120 volts passes through the inverter and when there is no shore power or generator power the inverter internal relay(s) open and only the dedicated circuits powered from the inverter have 120 volts. Note! your coach was set up for 50 amp and ours was set up for 30 amp. Just before they where changed to 50 amp. That information offers a good base line for how the coach 120 volts is wired. The real trick is to find out where the imbalance or possible feed back loop for the neutral side could be causing you to loose inerters. Somethings to ponder for sure - 2 ATS relays / solenoids(They isolate the 2 Hot feeds from things and one delayed relay in the power circuit for the generator to warm up and settle in to 60 cycles at 120 volts. That Relay is most often the source of power for the second roof AC unit. That is one good looking coach! Like the paint job and always have liked the style bay doors. Rich. Bill, found this recall for you coach if I have the year of the chassis correct. it is a electrical recall issue! http://www.safety-recalls.com/content/$so$41/91V111000-PREVOST-BUS-PREVOST-XL-1988.html Some wiring info for the Prevost bus chassis. https://prevostcommunity.com/PDF/Prevost Electrical Systems.pdf

Bill, Found this video clip, but there is no video of the electrical panels or of the inverter location, shore power interface, chassis batteries or disconnect switches or the generator connection point to the chassis wiring. https://youtu.be/rgH8qCr0YAk Does this coach look anything like your's ? Regarding the 50 amp transfer switch(s) setup -- Two transfer switches connected in parallel, that would switch between the shower power input and the generator output could be placed inside the OEM box. The other question I have is the connection (generally a 4 in. square J box close to the generator) that connects the generator wiring to the coach wiring in good condition and what is the status of the circuit breakers mounted in the generator. All connections clean and tight ? Rich.

Pedals, I attached a PDF File that might cover or be very close to the input 120 volt wiring for your coach. Rich. SMC Sahara 120InputDist.pdf

Bill, By any chance do you have the OEM ATS ? Could you pull off any and all the numbers and the make of the Switch and post the info. Also, any info regarding the AC and DC power panels might help. Does the AC breaker panel and the 12 volt panel share the same box? Maybe with enough information I can try to do a little reverse engineering. The coach was built before any of the EMS system where out. Thinking its got to be wired with out the use of ant real fancy controls. Also, regarding the pictures I posted, look like anything in your coach? and did you convert the shore power to 50 amp by adding a second or 50 amp main breaker box prior to the original 30 amp box? Rich.

barneyg76, Welcome to the FMCA Forum ! Try this link - enter the part numbers you have in the Air spring cross ref window of the home page. http://www.firestoneip.com/product-cross-reference Rich.

wrkey, From the pictures, it looks like your engine has a Hall effect style distributor like the one in this link. Does it look like this? http://www.ebay.com/itm/CHEVY-SBC-305-350-BBC-454-DISTRIBUTOR-LATE-EFI-TBI-THROTTLE-BODY-350-6652-R-/371370136642 Rich.

Do you get spark at the plugs? If you do - has the distributor been removed at some time ? Good Spark and fuel should make fire unless the timing is off or the plug wires are not connected to the proper plugs. Any of the listed items would cause starting problems if there is no spark on the compression cycle. Rich.

Been running them for years and they have made improvements to the beads. The screens in the valve stems (kind of work) The Best test for leaks if you add air, is a little soapy water on the valve. The balancing beads can become fine enough(over time) to leak through the screen. Never had any other issues using them and the tire wear has been even with no issues - as long as the alignment is correct ! Rich.

Bill, Did you remove the ATS ? The key is to go with the OEM wiring. Like Carl mentioned. As a side note, If the Rep mentioned removing the ATS, I bet he or she has never seen one installed in a coach or a home installation where the owner has solar and backup generator. The relays that are built into the inverters are to disconnect the power line feed from the breaker panels to isolate the home from the main power source. Rich.

John, You might look at a pallet jack as an option to lower the genset.

Bill, Been on the road for a few months and do not have all my information for wiring in a 3000 W inverter, but I attached 2 pictures of the common wiring for a 30 amp system. You need to look at the OEM wiring of the coach to match up how the OEM inverter was installed. Also there is a possibility of a neutral current problem if you are upgrading from a 2000 W series inverter to the 3000 W unit. If you have go to 6 AWG for (Dual Input) / 10 AWG (Split phase) as noted in the 3000 model wiring. Question is do you have a main circuit panel with 2-50 amp mains or 2-30 amp breakers that feed the sub breaker panel? Then are you powering the same circuits from the inverter or are you adding a circuit or 2 that will be supplied power from the new unit? The common practice is to use number 10 wire for L 1 and 2 with a # 8 wire on the neutral. I well be on the road tomorrow so I'm not sure we will have WiFi or not when we stop for the night. Good luck! Rich.