dickandlois

Roland, Like many things there is always a catch 22. The 12 volt lighter sockets are connected to only the chassis batteries in most cases. The key here is to check and see if your coach is equipped with a battery Isolator. It is a device that charges both battery banks from the alternator or the inverter / charger. If it is, to keep the coach and chassis batteries one would need to feed the power from the solar panel to the common point. The second option is to connect the panels to the alternator output, because when running the engine it does charge both banks in some manner and they are other wise separated so that if the chassis batteries will not start the engine, one can engage a switch to connect the coach and chassis batteries for starting the engine. Regarding the size and because of your location panels supplying 20 to 30 watts might be a better choice. That would increase the charging current and that will sure help and remember positive to positive / negative ti negative. You can use a volt meter or better yet a battery hydrometer to see if they are maintaining a good specific gravity. If the level is in the green you are doing just fine and if the reading is low. Remove the jumpers(Always good to have some pictures or a good drawing before removing wires)and check the voltage of each battery. one of them is not in the best condition and is eating current, limiting the charge level of the others batteries. If this makes you feel uncomfortable ask for help and ask to be tortured, none of us have all the skill sets when working on a motorhome. Rich.

Regarding the VP-44 injector pump and its use in RV's. I understand that much of this information is beyond many on the Forum, but it should provide a coach owner a good source of questions. I hope that if the reader needs some clarification, they will ask questions and hopefully get some good feedback; enabling them to ask informed questions at service centers and Cummings customer service engineering help line. This injector pump was used from January of 1998 to 2002, NOTE ! Some of the 2003 year coach's where built on 2002 chassis and a smaller version was used on Diesel power cars and boats in the same time frame. I have tried to combine information from a number of sights to fill in the gaps. This is a lengthy article, if one reads all the information. It is information meant to help owners ask the right questions. Also included pictures of connectors and adapters one might need to complete a good upgrade to improve performance and reliability. Some information from Cummings, Dodge truck owner sights and sights that have collected a considerable amount of road test data while monitoring fuel lift pump pressure information and what a flow rate pressure valve on the VP-44 fuel return output line that can cause them to fail. I also added some personal thoughts highlighted in red where I piggybacked to the original authors information. I tried to clarify the differences regarding the engine applications and where some of the big bugaboo's are. There Is A lift pump Pressure sweet point one should try to reach and use. Fuel System - General Information from Cummins Link- http://dodgeram.org/tech/dsl/ISB/Vp44.htm The VP44 is an electronic fuel injection pump manufactured by Bosch®, that can vary fueling and injection timing based on input from the electronic control module (ECM). This pump has its own electronic control unit, the fuel pump control module (FPCM), which contains fueling, timing, and diagnostic data. The fuel pump control module (FPCM) communicates with the engine controller (ECM) to obtain information on desired fueling and timing. The fuel pump control module (FPCM) responds to the ECM's commands by consulting the fueling data and timing in its memory and actuating the fueling and timing solenoids. A fuel temperature sensor is located inside the VP44 pump to compensate for changes in the temperature of the fuel. The pump also contains a speed sensor (IAT) that gives the fuel pump control module (FPCM) data on the position and speed of the pump shaft. A reference pulse that marks top dead center (TDC) of cylinder No. 1 is sent from the ECM once every pump revolution. By comparing this reference pulse from the ECM to the position signal from the speed sensor (IAT), the fuel pump control module (FPCM) can reference the pump's position in relation to the engine's position. This allows the fuel pump control module (FPCM) to adjust the pump timing to compensate for minor position differences between the fuel pump shaft and the engine camshaft. If the difference between the pump position and engine position becomes too great, then a fault will be logged in the fuel pump control module (FPCM). In addition to the engine position reference pulse, the fuel pump control module (FPCM) also receives timing and fueling commands from the ECM. The fuel pump control module (FPCM) controls the timing and fueling through two solenoids located in the pump. The timing solenoid controls the position of a cam ring inside the pump by varying internal transfer pump pressure. The cam ring has evenly spaced lobes around its inner diameter. The pumping plungers ride on rollers that rotate inside this cam ring. The rollers follow the inner diameter of the cam ring and push the pumping plungers inward whenever a cam lobe is encountered, thus building injection pressure. By rotating the cam ring with the timing solenoid, the fuel pump control module (FPCM) is able to advance and retard the injection timing by making the rollers contact the cam lobes either earlier or later. The second solenoid in the pump is used to meter fuel to the injectors. The solenoid opens the fuel metering valve to allow fuel from the supply pump to flow into the pumping chamber. Once the pumping chamber is charged with fuel, the solenoid valve closes. This traps the fuel in the chamber and allows injection pressure to build. The fuel is routed to the correct injector by the pump distributor. The distribution port on the distributor aligns with one of the six outlet ports to distribute fuel to a given injector. Once the desired amount of fuel has been injected, the solenoid valve opens, causing the pressure in the pumping chamber to bleed down, which ends injection. The cycle then begins again for the next cylinder. The fuel injection pump (VP44) is an electronic rotary distributor pump. The pump performs four basic functions: Producing the high fuel pressure required for injection Metering the exact amount of fuel for each injection cycle Distributing the high-pressure, metered fuel to each cylinder at the precise time Varying the timing relative to engine speed. A cam ring with three plungers, a rotor, and an electronically controlled fueling solenoid valve is used to develop and distribute the high pressure required for injection. A worn or damaged internal transfer pump, plunger, or fueling valve can affect the pressure and the amount of fuel injected, thus reducing the power from the engine. Generally, if the fuel-injection pump is injecting fuel from one outlet, it will deliver from all outlets. VP44 Timing Principles Timing in the VP44 is controlled by an internal timing piston coupled to a cam ring inside the pump. The timing piston is moved by fuel pressure. The amount of fuel pressure in the timing piston assembly housing is controlled by an internal transfer pump and a pulsating timing solenoid valve. As the pump speed increases, the fuel pressure to the timing piston assembly also increases. Based on the inputs from the fuel pump control module (FPCM), the timing solenoid valve pulses to vary the pressure to move the timing piston, which results in the cam ring moving to the desired position to achieve the commanded timing. The more pressure created by the internal transfer pump and timing solenoid valve, the more the timing will advance; therefore, timing range capability is increased at higher rpms. The ISB engine is equipped with an electric-powered lift pump. Fuel flow begins as the fuel lift pump pulls fuel from the supply tank. This electric lift pump supplies low-pressure fuel (10 to 12 psi) to the filter head, through the filter, and then to the electronic distributor injection pump. The electronic distributor pump builds the high injection pressures required for combustion and routes the fuel through individual high-pressure fuel lines to each injector. When the high-pressure fuel reaches the injector, the pressure lifts the needle valve against the spring tension to let the fuel enter the combustion chamber. Any leakage past the needle valve enters the fuel drain manifold in the cylinder head. The fuel in the manifold exits at the rear of the cylinder head and is routed to the fuel tank. The fuel that is returned from the fuel injection pump is also routed back to the fuel tank. ONE critical point to understand in the paragraph regarding the ISB OEM lift pump pressure that is listed as 10 to 12 psi. Please remember this as you continue to read the fallowing attached information. I will try to answer your questions and if by chance I'm on the road an not on line, there are some real good members on the forum that can a good job and some are better then me and spent more time working on Diesels for sure. Rich. Fuel Pressure Specification For Bosch _VP-44.pdf

Roland, Not knowing the setup you have for storing the coach. I have been impressed with the ability of solar panels to maintain the charge. The price has come down and placing them so they face South and even hanging vertically to keep the snow cover to a minimum and no direct sunlight, just the flat light of a cloudy day. They can provide over 12.5 volts. The current flow is less, but with a little calculation work, one can get a good result with out braking the bank and keep batteries charged. Rich.

Always something new popping up. This is a new one for me, but I did find this link. It list Amana RV stove Grommets, that hold the burner grates in place. Are the grates setting on top of the burner / flame unit and affecting the air to fuel mixture ? Look at the link and see if the mentioned grommets are indeed missing. https://www.google.com/webhp?sourceid=chrome-instant&ion=1&espv=2&ie=UTF-8#q=amana rv stove grommets Rich.

Herman, When I was at the Decatur location 3 months ago. I just gave them the key number and they used it to cut the new ones. It appeared that they knew the cylinder style because of the year the coach was built. The girl at the counter said that made it very easy to know the cut pattern. The dead bolt on our coach is also made by Trimark and the local locksmith could not match that key blank ether. it is nothing like a home lock cylinder, but the 1988 Bounder did have a dead bolt setup like a home style, with a shorter key. Rich.

brucelowry615, Welcome to the Forum! Brett is correct suggesting that you contact the coach builder as a starting point, but you might need to contact the chassis builder because that is where the decision was made on the type of data network to install. The Key to how far the TCM can be mounted from the engine ECM is the structure of the Data network. This is information that most repair centers are lacking when working on Motorhome chasses. This is the basic information that determines how far items are located from the main bus. Transmission Data Cable Lengths from the main bus. J1939/15 Physical Layer Max bus length: 40 meters Max stub length: 3 meters Max node count: 10 Unshielded twisted pair. Did the coach builder use this type of data cable? J1939/11 Physical Layer Max bus length: 40 meters Max stub length: 1 meters Max node count: 30 Shielded twisted pair. Shield is connected directly to ground at center of backbone. Did the coach builder use this type of data cable? Rich.

The Buzzer itself might have failed. Do you have 12 volts and a ground at the socket where the buzzer plugs in? The buzzer should keep sounding until the green pressure gauge reads 70 to 75 PSI. This is the primary air tank reading. Rich.

Good thought Bill! The OEM style lock cylinders are NLA, they have been replaced with a different style and are not interchangeable. The OEM key(s) will have an ID Code like TM ### stamped in them. There are a few of the old style key blanks left at Fleetwood service and parts center, but when they are gone that is it. One will need to replace the pod handles and make sure that you include the key code required so all the lock cylinders match as they are changed out. Also if one changes the entry door assembly ! The lock cylinder for the door handle(Not The Dead Bolt Key) Key can be used for the new style pod lock cylinders, but you need to request the proper cylinders !! for them to all match. At the time the coach was built the storage pod latch lock cylinders where installed with matching key code. Rich.

Keon, Have not seen a coach with a touch pad system, in the lower portion of the price range. The top end units use touch pads to control locks with air or electric. There are aftermarket kits that one might be able to adapt for the application. One tricky part will be getting power to the electrical system inside the door. Some coaches do use spring loaded contacts in the door jamb that line up with the ones in the door. A wireless receiver could be installed, but you need power to activate the lock solenoid(s) in the door. Rich.

Tracey, Desertdeals mentioned Air Dog and a second option might be a FASS fuel pump and or one of there complete fuel systems. A replacement pump with the proper power connector to connect directly to the existing connection will reduce some of the labor time. A mounting kit maybe required for an aftermarket pump also. Note, check with the replacement suppliers on the current requirements of a lift pump replacement. They both make a pump that will function well if used to replace the OEM unit. The High Pressure pumps require around 30 amp supply and the OEM / ECM's often have a 20 amp maximum current. The pump power is supplied from ECM. So have the repair center check with Cummins regarding the maximum current the ECM on your engine can supply! A relay and fuse can be added to the Chassis circuit to cover a high current pumps power requirements. Rich.

Tom, Welcome to the Forum ! What was the Engine RPM's as you went up the grade, Did the transmission down shift just before you noticed the temperature decrease and the return of power? The first item of concern is fuel pressure at the input to the injector pump. with the contamination issues, I'm sure the fuel filters have been changed more then once. Now the question is, with the year of the coach being 2003; there should be a third fuel filter in the fuel line,(This filter was only used on the ISB-02) and is located in the frame rail on the drivers side just behind the rear axle. Do You know it it has been replaced ? Second item that can come into play is dirt and oil build up in the Radiator and the CAC. Have they been cleaned ? If not the best solution to get them cleaned is to have the engine service center steam clean them. This will increase air flow cooling both the coolant and the air input temperature from the Turbo. Rich.

Brett, I use the rubberized body undercoating on the metal in the battery bay area to protect against the acid fumes. It gets refreshed when the batteries are replaced. The hold down bolts threaded area is coated with a silicon grease(the lower portion is sprayed with the same as the metal) an grease the cable terminal connections. Rich.

Roy, This is a link to the manual for the RC 7. This is where you setup the system to charge different type battery's. Check page 14 for the details. http://www.xantrex.com/documents/Inverter-Chargers/RV-Series-GS/RC7_RC-GS_Owners_Manual(975-0210-01-01_Rev-A).pdf Rich.

Roy, What is the Make and Model of the unit installed in your Coach? The Reprogramming is in one of the sub menus of the inverter / chargers. Rich.

Roy, I tend to pick the battery supplier by the number of locations that sell them across the country rather then brand name. The best name brand can sell a bad battery now and then, think the key question to ask is where are the outlets for the Centennial battery, how long is the warranty period and what is the price difference for batteries that have a large distribution network. I have had a name brand battery fail in less then a year ! They get shaken well riding down some of the roads. Rich.

The size of the space heater and the setting of the temperature will add quickly to to electric bill. A 1500 watt electric heater will draw around 12 to 13 amps when running, a setting of 750 watts will cut the consumption in half. It might be cooler inside but still above freezing. Question, is your coach equipped with a winter weather tank heater system on the Black, Gray and potable tank heaters,and is it turned on ? Rich.

I have to agree with Brett regarding the power load charging the batteries. Batteries charge current once they reach the float point is 1 to 2 amps of 120 Ac. That is equal to around 50 watts of 120 power to maintain battery charge, like a 55 watt light bulb being on 24 / 7. When a battery cell (if you have wet cell batteries) drops below the top of the plate(s) the current load will continually increase as the cells sulfate and cause shorts inside the cells. So maintaining the proper water level (using distilled water) is necessary, because of the higher evaporation rate in colder weather. Think of it as steam coming off a pond or stream of open water, as it gets colder. One item that draws around 400 to 500 watts is the refrigerator running on 120 volts. Rich.

The Carter lift pumps on the RV Chassis using the Cummins ISB should have been replaced with the Cummins 4943048 Vane style Pump. They last somewhat longer then the Carter pumps. I'm at a point where the current Cummins pump pressure is falling below the recommended min pressure of 5 Psi at the VP-44 injector pump. So after less then 100 K miles on 3 Cummins pumps it is time to invest in a FASS DDRP series lift pump that is a direct bolt up unit(it hangs horizontal instead of vertically), but the catch is the fuel supply line parts kit is set up for 3/8 in. lines used on the Pickup trucks and the Freightliner chassis uses I.D. 1/2 in. supply line, so the proper adapter needs to be installed on the intake side of the pump and then the output side is (as mentioned by rlbarkleyii) a 1/4 in. line feeding the injector pump. The Fass pump supplies 110 GPH at around 15 PSI under load and also has a 4 year guaranty as long as you follow their requirements concerning the insulation. AS a heads up Cummins is now supplying a single piece line that runs from the lift pump to the injector pump, Part # 3948116 to replace the 2 steel line sections and the rubber hose connecting to 2 short sections. Rich.

Marty, I need to look at my manuals for the chassis wiring that I have on an older chassis. 12-4-16: The Fuse panel will be on the drivers side under the dash panel, it is not the easiest thing to get to in some coaches, The Main wiring harness should pass through the firewall on the outside drivers side, inside close to where the wires go thru the firewall - you should find the main fuse panel for the coach. You year coach could have up to 6 fusible links - If you have no power to anything, then the primary fusible link(s) are most likely Bad. In the meantime disconnect the positive battery connections, check and see if the fusible link(s) have continuity with a ohm meter. Generally connected to the positive supply at the starter solenoid. They open and there is no outward sign they have failed. There are different current carrying size's - they are not all the same!! Not sure check with a Chevy truck service center parts department for proper parts. Have you checked the Battery voltage level? If no power to any of the chassis electrical, there could be a fusible link between the battery positive and the starter, some have 2 fusible links in the started area. Second - there should be a trapezoid shaped terminal block mounted to the firewall on the drivers side right above the throttle pedal and to the left of the doghouse. It has a cover (if it has not been removed) has 5 terminals and each one goes to a fusible link. DO NOT remove any of the links with out taking a good picture and labeling the wires very well. Each connection is for a specific circuit !!!! some 1 input and four outputs to specific parts of the electrical system. In the meantime check and see if the fusible link. Disconnect the battery cables generally connected to the positive supply at the starter solenoid. They open and there is no outward sign they have failed. it you fine one please post the color of the wire or its terminal lug. Rich. Older P-30, 1980 series- 454 Chev Electrical Wiring Primary 12 volt system. PDF converted from 11 by 17 in. format Fire Wall location of wiring to the Fuse box for the chassis system and the coach builders circuits. 1990 series electrical Gas Engine

2stroker, Welcome ! Just curious as to what the oil pressure runs at idle when the engine is Hot ? Rich.

The Test for the EMS, start the Generator and if it works normally, then you should have eliminated it as the source of the problem. Narrows things down to the CG power wiring or socket, bad connection in the power cable, bad connection at the point where the power cable connects to the coach, shore power connection at the ATS or connection in the wiring between the ATS and the Main circuit breaker panel primary 50 amp breakers. Rich.

rcieslak67, Welcome to the FMCA Forum ! Brett, explained what would happen with a miss wired 50 amp circuit. This is the way the EMS should respond to different shore power and with the Generator running. EMS Operation.pdf Rich. 50 amp circuit breaker panel - picturing two 50 amp circuit breakers. Left half is Line #1 and the right half is line #2. Lower section is for labeling what circuits are controlled by each circuit breaker. There is a total of 6-20 amp circuit brakes for each line equal to a total of 120 amps. per line, so the EMS will shed the loads down to match the total input current. The EMS system comes with a preset setup that can be reset to personal preferences.

Lyle, Thanks for the update. Wonder if another option might be a different style roller. Not knowing the space limitations, not going bigger in diameter,but a little wider to spread out the weight or a strip of material over the carpet for them to roll on to distribute the weight. I tend to call modifications or updates, the start of the domino effect! Rich.

Brett, the OP might not know if the is equipped with auto start option. Ether Via Silverleaf or the inverter / charger having the option. Starting twice makes me think the batteries are possibility low on water. Low battery voltage due to shorted cell and them not charging would keep the generator running. So should they check the condition of the batteries? Rich.

Byron, One needs to look at market share for that answer. The ISB series engine was installed in School buses, Dump trucks, Delivery trucks, and other applications. If your unsure of the impact of a problem of Bio on a fleet, then put the filters in the units that would accumulate the highest fuel consumption in the shortest time in a given area as Bio blends come into the market Yes, big over the road trucks travel a huge number of miles, but Bio fuels where phased in over time and you can get regional information on a problem, by what happens in areas with and without the Bio mixture and compare the numbers. Was Bio mixed fuel going to be a big issue and by how much by region, are there hot spots relative to fuel blends or not and if so what was the consumption rate to failure point. Good old base line data. Rich.