dickandlois

I have tried to tie 2 threads together! So here is what I think is the answer for the 3rd fuel filter. The RAI 025RAC10 in line fuel filter or fuel strainer rated at 104 microns was inserted at around the time Bio Fuels cam on the market. So the engineers install it because the braided fabric Rubber fuel lines at the time where not able to handle the fuel mixture and not break down. This screen would trap the rubber partials. Freightliner uses Nylon fuel lines from the tank supply lines back to the curb side rear axle, where a section of fabric wraped line was spliced to the Nylon lines for both the return and supply sides. The supply line is 1/2 in. I.D.(color blue) and the return fuel line is 3/8 in. The same style rubber line was spliced at the same location inside the frame rail in the tightest spot one can imagine. There is a bracket holding both the return and supply lines splices at this location. There is a section of the same style line running from the fuel / water separator output to the lift pump input. Not all the lines are in stock at Freightliner, so one might need to get the length of the lines. There are 3 sections, 2 for the supply side and 1 for the return side. found out that there can be a 50 to 60 day lead time to get these sections of hose. Depending on the connector sized used to make the lines at the time the sections where made up. Solution might be to contact a hydraulic shop and see if they can get the proper inside diameter size line, I.D. is critical - where as O.D. is not. Make sure to match the thread size and style connector to fabricate a replacement with a B 20 rating. The following information was posted earlier, and the why question popped up. The following information hopefully will fill in some of the gaps regarding lift pump failures and the resulting failure of the injector pump. The information offers some suggestions regarding fuel pressure sensor options to maintain the minimum fuel pressure at the input of a VP-44 injector pump.

Roy, The current Batteries appear to be Wet cells, worry free for the chassis battery and standard wet cells for the coach side. AGM Batteries are a good way to go overall. The Key items are to make sure the Charger / inverter system can be setup to charge them and is operating correctly, supplier warranty period and a good national supplier that covers and supplies replacement if needed. Your current battery cables are made for the Post style, so replacing them with the blade style batteries would require replacing the terminal connections. Three links to compare different brands. http://www.trojanbattery.com/pdf/datasheets/8DAGM_Trojan_Data_Sheets.pdf http://www.interstatedealers.com/ibcatalog/common/commercial_spec.pdf http://www.dcbattery.com/deka_8a8d.pdf Rich.

The following information hopefully will fill in some of the gaps regarding lift pump failures and the resulting failure of the injector pump. The information offers some suggestions regarding fuel pressure sensor options to maintain the minimum fuel pressure at the input of a VP-44 injector pump. ISB Lift pump and pressure information.pdf Parker Hose Assemblies that are NLA and Hose size adaptors and Banjo Bolt info.pdf

Joe, pickup a medium well prim rib for me also, you are a lot closer then we are! A very Happy Thanksgiving to all and safe travels to and from the gathering point. Rich.

Five, He does standout in a crowd. We have one daughter that is 6-3 and we could always find her. Very sensitive about being so much taller then her classmates, but some of the boys cough up in her senior year. She would work with me on cars and turnout to be a fairly good gear-head. She was changing a tire on the pickup and a fellow stopped to see if she needed help. She was setting down removing the flat as he pulled over and she started to stand up as he approached, we still laugh because he said that girl just keep coming up out of the ground. I still have a kink in my neck from looking up and then putting her on a horse that was 17-2 and on many rides she would place her head next to his neck to clear overhead objects. Rich.

I find it interesting, that we have been on 3 of the grades pictured. Now does that make us Adventurous or crazy or a little of both. Traveling from Chicken Alaska to Dawson City in many ways makes a number of the grades look kind of puny and there are no guardrails. Rich.

Sheetterangel, Welcome to the FMCA Forum ! Like Brett said-No !! to sealing any of the outside venting areas for the refrigerator. The sealing is between the interior side walls and the top and bottom. If you could post the Make,Model and year of the coach, one of the members might have a coach that matches yours and could offer some information on how there unit is sealed. Should you not feel comfortable doing the work then offer some information on where you are located in Ohio and someone might offer a good location to have the problem corrected. Rich.

Amy, Welcome to the FMCA forum! I'm not sure, but this might make for a emergency repair until you can find a better solution. http://www.truckspring.com/products/Firestone-Air-Pressure-Monitor-Kit__FIR2196.aspx Rich.

Gene, been consulting with Joe. Because at this point I'm totally confused. There are items in the system that need to be there to prevent drain back. Joe is using the OEM style Lift Pump and our concerns are that the Pump you want to install could cause issue, with too much pressure and cause the pump to fail. This is a copy of his response to the File information you attached and I have been trying to pull all the info together. What's confusing to me is he has an ISC but it has the same CAPS Pump as I do (due to the HP of the engine, he is not equipped with the VP44 Bosch, or shouldn't be over 300 HP). So the fuel diagram he posted is not his design, not even close. He attached a Cummins service Bulletin to relocate the lift pump on the ISB, again not even close to his design. If he pulled a check valve out of the system he is liable to send too much back to the tank and starve the CAPS pump. I have a one way check valve on my supply line that I put in, only so when I turn the key on there will always be fuel sitting there and the pump isn't ever dry. I had to do this when I removed the factory primary filter and housing since it had the one way check valve built into it, now with the Davco primary I lost the check valve and had to make my own. Rich.

Carl122, Code 329= Fuel Injection Pump! Caps system is a mechanical injection pump 3 piston cam driven system and each piston supplies fuel to 2 cylinders. If all this information is correct, it is possible the metal in the system is cumming from the pump. Brett mentioned changing the filters and see if there is a build up of metal. The possibility of metal from a good fuel supplier is slim, because they should have a filter at each pump to trap unwanted items. Not knowing what the current fuel level is, Drive a good distance and see if anything starts build up in the water / separator sight bowl. Cummings Fault codes for ISC enginelink http://www.diesel-service-parts.com/isc-fault-codes.html Rich. Cummings_ISC_Fuel_system_information_CFP08E_(12).pdf

Carl, I tend to go along with Ray's thoughts. Regarding the engine series - by late 2003 the ISC engine was being up graded to the High Pressure injector and would come out as the ISL / ISM. Think you should contact AMC with the Vin number and get the engine serial number, with that information you contact Cummings and get the build information on the engine. That should cover the lift pump and injector system of your engine. Then it is easier to get better information on where the metal you found in the separator. Rich.

Carl, Could you post the engine that is installed in the coach? Make and Model information. Helps pin down the fuel handling system. Model year with month also, some of the coaches are built with an 03 if it was built in early 2004. How many miles on the coach? Rich.

The other possibility is that one GFI located in a closet somewhere. Rich.

The item that is burned into my memory is how quickly centrifugal force can destroy things once a critical point is reached. For a time in my life I worked on systems that required extreme 'G" force survivability and when they failed in the centrifuge, one needed hi speed imaging to study what happened. So specification charts are taken seriously and when things spin at high speed ! Rich.

Glenn, The real proof will be down the road in different conditions and with the differences between your approach and Joe's. There is a good potential for some over the road base information to compare the two thoughts of how to resolve some of the OEM issues. Think all will benefit from future posts! Glen posted hear and Joe posted his approach on this thread. A number of the members have mentioned how much they enjoy the information. I must admit that for me it fuels my insatiable curiosity and the issues always keep my mind challenged. Hopefully the forum's format helps new owners and keeps the longtime owners engaged in the challenges of owning a house on wheels and the good friendships that also lead to some good fun when our paths cross. Rich.

Are you running only the inverter / charger from the extension cord? or using the 50 amp shore power cable. Like Kay mentioned if everything is working from the other site, then it is not the coach or primary cable, but something at your site shore power pedestal/supply. Rich.

The evaluation of the Automotive Data network that allows all of the different components now operating the Engine, Transmission, fuel supply, ABS and the touch panels present in RV's, Cars and everything else that moves is not magic, but a rapid and expanding system. That now allows Bluetooth functions and if not secured, The outside control of any function of a Vehicle. So the next time you need a service tech work on something, they are not only required to fix things that go round and round; but who is or is not talking to each other. This is just a simple tutorial of the basics, with an index for those who might want to see how long it might take to digest the mathematics or want there children or Grand grand to keep up with a rapidly changing word. Rich. Some Can System Data information-2 up date.pdf

Sounds like you connected to a defective pedestal. Also, you might want to check the continuity of all the circuits of the shore power cable end to end, even wiggling the connectors while making the test. What model converter do you have? Make and model. Link to a owners manual, does it look like how you electrical setup is on page 29. http://www.forestriverinc.com/Images/ForestRiverOwnersManual-Motorized.pdf Link to an aftermarket inverter installed in a Georgetown. http://www.forestriverforums.com/forums/f16/georgetown-inverter-install-91636.html Georgetown Electrical drawing. file:///C:/Users/Data%20Base/Desktop/Georgetown%20Battery%20Connect%20Center%20113174%201%20OF%201[1].pdf Battery Control center information. file:///C:/Users/Data%20Base/Downloads/Battery%20Control%20Center.pdf file:///C:/Users/Data%20Base/Downloads/rv%20custom%20products%20%20SD1070001[1].pdf Rich.

Leary, Thanks for the feedback! I never thought about quotes. Use them when looking on the net, but I think that omission falls into the senior moment category. Rich.

Timbo3404, Welcome to the forum! The Discovery Chassis and coach disconnect switches are located behind the cabinet door on the right as you enter, above the dash. If the disconnect circuit is off / open, then the refrigerator, furnace as well as the lights will not work. Regarding the vanity light - is it a 120 volt light? Rich.

Byron, Maybe somebody thought the service centers needed more work! It does make one really wonder and I do not think we will get an answer. Rich.

Kimm, this is a link to a owners manual that might help. Copied the E-1 error info from it. http://www.dometic.com/QBankFiles3/EPiServer/Dometic/US/Manuals/RV-manuals/Air-Conditioning/Comfort-Control-Center-ii-operation-manual_17586.pdf Resting system info. When your unit was installed the appropriate dip switches on the electronic control board were turned on to match your system configuration. Any time these settings are changed, a system reset will need to be done before the CCC 2 thermostat will recognize the updated selection. To do a system reset: • Make sure the CCC 2 thermostat is in the OFF mode. • Simultaneously press the MODE and ZONE buttons. The LCD will display “IniT” and all available zones. • Release the MODE and ZONE buttons. • Press the ON/OFF button to exit system set up. Rich.

Kimm, Welcome to the FMCA Forum. There is a pile of paper work with information on the different systems included with the Coach, but if you are not the original owner, that information often gets lost. You might look for the fuse that powers The system, remove it and after a minute or so reinstall the fuse and see if the system will self reset. Rich. E1 Loss of communication between the CCC 2 thermostat and all system power module boards. System will shut down

Jim, it sounds like the timing is off now, one arm is now longer then the side that was locked. Sounds like you have an electric drive motor, turning a common shaft. and the motor lock will engage when one end of the slide stops, when it contacts the coach wall. There might be some information in the owners information binder that would help. Do you know what make and model was used for the slide out and if so post the information. Rich.

When I tried to look for just information on ISC engines. The system found no information. Enter Cummins ISB and you get almost ever post because system keys on Cummins not the engine series. By chance is there some way to narrow the search to just The Engine Model? Rich. There are no popular questions to show right now 467 questions in this forum SORT BY FILTER BY 1 2 3 4 5 6 NEXT Page 1 of 19