dickandlois

Brett, good point. I do have one question. With the charging current of 130 to 160 amps from the alternator and 100 to 150 amps from many of the inverter changers. With this current level is heat created from this charging level create temperatures detrimental to a sealed battery. Rich.

Your though regarding drilling a hole into the bearing support area is note worthy. The catch is most Fan motor bearings are not easily accessed because of the cap assemblies design. An, yes many motors do have an access / oil hole in the support web with felt around the outer surface of the bearing. Rich.

Five! AGM Batteries have there place, but they do require conditions different form other type batteries. Check out this link. http://batteryuniversity.com/learn/article/absorbent_glass_mat_agm Rich.

They use an oil lite / sleeve bearing on the AC fan motors. I have made it a practice to oil them each fall before the cold weather sets in around the Great Lakes. With nothing more then a tooth pick or an Hors d'oeuvre Pick. These offer a little more surface area, for just a little more oil. One can purchase a pin oilier from some specialty shops. think watch and clock repair web sights. OH, an the same oil and little oil tipped container works real good keeping door hinges and cargo bay locks working !! Got to admit to trying a very small straw, but always tended to get more oil then needed and I'm not found of oil in places other then where I want it !! The best ones I have found are oils made for bicycle chains and a product Called TriFlow. both can be purchased in the spray can or in the non spray containers. Sprays always go where oil is not wanted. This types of oil tends to be absorbed by the bearing sleeve. A little goes a long way and because the bearing absorbs the oil the area does not collect allot of dust. Using 3 to 4 drops each time one a year has worked real well for me. The fact that your motor is noisier, it might need to be treated twice in the same day, after the motors have run for an hr or so. Even if it is much quieter. This should cover it until you set a scheduled time of the year to remove the cover clean the area and put 3 or 4 drops on the shaft, Where it enters the motor housing!! First started using it to oil the same type bearing on the furnace blower assembly for the home heating and AC. OH, FYI - The AC units and motors are now 15 years old and still running smooth. Rich.

What batteries where out of water? I'm thinking the house batteries. If this is the case there is the possibility that the charger portion of the inverter / charger house batteries for the house batteries started drawing a higher current. This could have tripped the ac input breaker to the inverter, due to a increased current demand. If your refrigerator is powered from a 110 volt circuit that is supplied from the inverter, this circuit could be open. Have you checked to see if there is 110 volts at the refrigerator outlet? There is a circuit breaker on the input power side of the inverter and also 2 on the output side of the inverter. As mentioned by Five the step power comes from the chassis batteries. Sounds like the steps did not retract when you started the engine ? If that is the case check the 12 volt fuse in line powering the steps. If the fuse is good then check for a bad ground connection. There is one located above the step opening. This ground is the ground point for the step motor, as mentioned by CarlAda. Rich.

Ron, Good to know that the issue has been resolved ! Not to expensive a fix . How old where the old batteries? Been eaten by a bad battery more then once. They can be very temperamental. Work just fine and a few days later, they might make just a good sized paper weight. Rich.

Now and then there is a post that request information relating to service manuals for there chassis. So I took some time to break down the areas and the terminology used to aid in getting the proper literature. This is based on Freightliner, but all manufacture use a similar format. Freightliner LLC distributes the following major service publications. Workshop Manual. Workshop manuals contain service and repair information for all vehicle systems and components, except for major components such as engines, transmissions, and rear axles. Each workshop manual section is divided into subjects that can include general information, principles of operation, removal, disassembly, assembly, installation, specifications, and troubleshooting. Maintenance Manual. Maintenance manuals contain routine maintenance procedures and intervals for vehicle components and systems. They have information such as lubrication procedures and tables, fluid replacement procedures, fluid capacities, specifications, procedures for adjustments and for checking the tightness of fasteners. Maintenance manuals do not contain detailed repair or service information. Operator’s Manual. Operator’s manuals contain information needed to enhance the driver’s understanding of how to operate and care for the vehicle and its components. Each manual contains a chapter that covers pretrip inspection and daily maintenance of vehicle components. Operator’s manuals do not contain detailed repair or service information. Parts Technical Manual. Freightliner LLC publishes this manual to aid in the identification of serviceable replacement vehicle parts. This manual is used in conjunction with the parts book and the service parts catalog microfiche. Service Bulletins. Service Bulletins provide the latest service tips, field repairs, product improvements, and related information. Some service bulletins are updates to information in the workshop manual. These bulletins take precedence over workshop manual information, until the latter is updated; at that time, the bulletin is usually canceled. The service bulletins manual is available only to dealers. When doing service work on a vehicle system or part, check for a valid service bulletin for the latest information on the subject. IMPORTANT: Before using a particular service bulletin, check the current service bulletin validity list to be sure the bulletin is valid. Recall Bulletins. These bulletins pertain to special situations that involve service work or replacement of parts in connection with a recall notice. Recall bulletins pertain to matters of vehicle safety. All bulletins are distributed to dealers; customers receive notices that apply to their vehicles. Field Service Modifications This publication is concerned with non-safety-related service work or replacement of parts. All field service modifications are distributed to dealers; customers receive notices that apply to their vehicles. Hope this helps, Rich.

This is a new recall Dated 3-15-2016 Issue: Sudden loss of power steering due to high temperature failure of the power steering hose https://www.ncconsumer.org/news-articles/freightliner-custom-chassis-recalled-due-to-power-steering-loss.html Rich.

Bill, Check with Freightliner regarding the Chassis service manual. This is a link to there generic custom chassis service information, not directed to any one specific chassis. http://www.rvtechlibrary.com/chassis/fliner2007_XC_maint_manual.pdf This is a link to some information on servicing the power steering fluid. http://www.tiffinrvnetwork.com/crusingator/P/P-061.pdf With foam in the fluid, that kind of means that air is getting into the system on the suction side or the fluid level is low as mentioned. The trick is to find the suction side-the tank pictured in the link is similar to the one on you coach and maybe replace the suction side line. Kind of hard to find small pin holes. Rich.

Hi Ross, When you changed web browsers. The setup / login information got lost. So you will need to set up things, you should be able to use all of your information to set up you login. Rich.

Mike, I'm thinking Raybestos Could be wrong, but they are one of the better suppliers for good break parts. Rebuilt master cylinder RAYBESTOS MC390158 Professional Grade; Bore Size=1-5/16" Think others will chime in and there is a good chance they will have some helpful information. Rich Had to do some research on this one and I hope this information help. Looks like your Tag System was built by Mor/Ryde. This is the link that offers the information. http://www.classicwinnebagos.com/forum/index.php?topic=9132.0 I found out that the Tag Axle braking system is a secondary system. The primary braking system is the main chassis axles. http://www.morryde.com/ #1 - the tag axle system was added by the coach builder. Think you coach is built on a F-53 chassis that was extended. http://www.morryde.com/ Other Links that brake down the tag axle assembly. http://www.morryde.com/downloads/technical/SMARTryde%20Owners%20Manual.pdf http://www.morryde.com/downloads/technical/SMARTryde%20Service%20Manual.pdf Just added this one, thinking that it might open a door or a lead. The links picture the axle Assembly parts, but no information on the brake parts. http://www.morryde.com/who-we-serve/motorhomes.

Delton, Your power steering system does not have a filter in the system !!!! It came about on the newer coaches and mainly on the ones with the side mounted radiator and CAC that use hydraulic motors to run the fans. Rich. Deltron, I will see if I can find the link to the manual. Kind of remember it is about 200 pages. So you might want to have a good WiFi link speed when down loading ! Welcome to the world of diesel powered coaches. Your coach chassis is set up different in many ways when compared to the ones built by Freightliner after they picked up the Oshkosh line. Freightliner should still have information on your chassis. You might want to contact the Custom Chassis division for RV. You will need the Vin number of the chassis on hand when you call. NOW where did I save that link? Oshkosh XC-21RDX.pdf (10.46 MB, 101 views) Deltron, The weak link for the group is not knowing just how your chassis brake system is set. Hydraulic over hydraulic, Air over hydraulic or air brakes. Also ! There have been some recalls that you should check into and see if they where done. 1995 Oshkosh Vc Vehicle Speed Control Recall 96V156000 NHTSA: Action Number: N/A Service Bulletin Number: 96V156000 Report Date: Aug 27, 1996 Component: Vehicle Speed Control Potential Units Affected: 4855 Manufacturer: Oshkosh Truck Corporation Summary: When the chassis/vehicle is operated on a highway and the cruise control system is turned on, with the speed set, if the stop/hazard fuse has failed, the cruise control will not disengage when the brake pedal is depressed. Consequence: The cruise control system will not disengage increasing the risk of a vehicle accident. Remedy: The cruise control circuits will be rewired and a control relay installed to disengage and deactivate the cruise control if an electrical short or fuse failure occurs. Notes: Owner notification: owner notification is expected to begin in September 1996. Note: owners who take their vehicles to an authorized dealer on an agreed upon service date and do not receive the free remedy within a reasonable time should contact freightliner/Oshkosh at 1-414-235-1726. Also contact the national highway traffic safety administration's auto safety hotline at 1-800-424-9393. ------------------------------------------------------------------------------------------------------------------ 1994 Oshkosh Vc29rd Service Brakes, Air Recall 95V020000 NHTSA: Action Number: N/A Service Bulletin Number: 95V020000 Report Date: Feb 09, 1995 Component: Service Brakes, Air Potential Units Affected: 22 Manufacturer: Oshkosh Truck Corporation Summary: Air compressor governor sensing line does not sense both front and rear brake system reservoir pressure. A front brake system air leak will not be sensed by the governor and the compressor will fail to resupply the front air system causing a reduction of the front brake system performance. Consequence: This condition can cause loss of braking capability and increase the potential for a vehicle accident. Remedy: Dealers will relocate the one way check valve in the inlet airline to the rear service tank and a pressure protection valve will be added to allow the governor to sense both front and rear brake system reservoir pressure. Notes: System: brakes; air supply system; governor. Vehicle description: chassis model vehicles. Note: if your vehicle is presented to an authorized dealer on an agreed upon service date and the remedy is not provided free of charge within a reasonable time, contact Oshkosh at 1-414-235-1726. Also contact the national highway traffic safety administration's auto safety hotline at 1-800-424-9393.

The parts can be good brand name items, its just faster to push and play then to make good old connections by putting a loop in the wire and placing it under the screw and then making a nice tight connection. Rich.

The big gremlins with power steps not working have been covered well. The ground connection failing due to corrosion or a broken ground wire. The other main problem is dirt and rust build up on the mechanisms mechanical pivot points. The other items are the motor failing, broken actuator arm between the motor and the step lever linkage. The circuit boards do fail, but the first items check out, before ordering a new control board. Disconnect the motor actuator are from the step linkage. Then open and close the door and see if the motor will cycle from open to closed state or visa versa. This will reset the current limiter cutout circuit and if the steps work fine chances are, if you have lubricated things = they are good to go. There is very little room between the steps and the ground!! So one might want to get some help - its never fun to be pined between the steps and ground. Been There Done That- lucky that I had taken some tool's with me. As I laid there under the steps feeling kind of stupid and embarrassed. Its always easier if the steps are extended before one gets under them !! LOL Rich.

Jrock, Being an electrician, by chance do you have a circuit tracer test set (Some call them (the fox and hound) lets you put a tone on the wire and a receiver to trace the wire by fallowing the tone? Ross, mentioned that many of the coach builders use the push to connect feature on many of the outlets and switches. Just saves time but they are not the most reliable!!! Brett's thought of removing the wire at the breaker feeding the problem circuit and disconnecting the wire feeding the Questionable GFI. Then there is no way the defective wire has power - until you locate the open point of the wire. Rich. Note! Being a weekend, sure that you did not have any luck locating wiring files?

Jrock, Welcome to the FMCA Forum ! Your coach is built by Forest river and this link might get you started in the right direction regarding how they a wired. http://www.forestriverforums.com/forums/f16/wiring-diagram-sharing-21783.html http://www.forestriverinc.com/contact.aspx Might just give them a call and see if they can supply you with some Electrical PDF Files. Rich.

Deltron, Welcome to the FMCA Forum! Note:From the Chassis manual for you Oshkosh Chassis Should you notice any change in effort required to steer during vehicle operation, have the power steering checked. A hissing sound at full left or right steering wheel position is nominal. CAUTION: Never hold the steering wheel against the stops(extreme right or left) for more then five seconds. If you hold the wheel against the stops longer than five seconds the power steering pump could be damaged. The power steering system uses DEXTRON III Automatic Transmission Fluid or equivalent.Do not mix with any other hydraulic fluid !!! The Reservoir is located in the rear right corner as you look at the radiator-filler cap is on the left upper corner!! Rich. Note. I do not have the information on the power steering pump location in any of my documentation, but the fact that your coach is powered by a Cummings 5.9 Engine. The power steering pump is probably located in the right rear corner and is connected in series with the air compressor. This allows the power steering pump to share the same drive system that powers the air compressor. The Compressor is gear driven from the(Front of the engine) Rear is this case because the engine is turned around when installed in a diesel pusher style coach.

I have had this item come up on the Chassis thread for about a week and just noticed tonight that it is now coming up on the destination thread. Rich. This is not Good. Just replied to a question on the Chassis thread and after I posted my reply. There was no indication on the thread of a response. THE only way I know it went out was to go to the latest post list open the chassis thread and there was the reply. BUT I can not see any of the recent reply's by opening the chassis thread ! JUST the number of reply's and maybe if it might be a best answer later, if it shows up in the column for a best answer and maybe a #1, Votes and how does this work? Frustrating !!!! Rich.

rpbuttery, Have the techs checked the wiring of the inverter input power and the inverter power output Ground circuits and the Neutral Circuits have a good connection and and wired to the proper terminals. The 458 unit did test marginal and xantrex sine wave inverters need to be wired correctly. Thinking a slight potential difference between the 2 points or wiring issue could be the culprit. ! Rich. GFI units sense the slightest difference ! and you have already installed different units.

Kevin, this is a link to some information on the Thermistor location, a picture and the resistance readings. You will need a multmeter to read resistance. Second page should have a picture and location information. The control device is a thermistor NOT a thermalcouple https://www.arprv.com/norcold-thermistor.php Rich.

Kevin, Got to ask if the temperature setting is at max. Do you have 12 volts to the control board, The refrigerators do not like voltages below 10.5 volts in most cases and are the fuses OK. The thermister that controls the internal temperature is inside the refrigerator. The flame should keep burning once it lights and the control board is receiving information from the Thermister that the temperature is not at the set point. How much propane is in the tank ? Rich. Note, The connections can get oxidized - One can carefully clean the circuit board contacts with a clean / soft pencil eraser.

Bob, I just had to have the line replaced between the compressor and the Air dryer in February. The leak was enough to slow down the air up time. This happened after replacing all the air ride bags about a year ago. Thinking the line was weak or had a slow leak in it and with the new parts and any related leaks repaired, the supply line from the compressor could not hold up with a steady 120 to 125 lbs. of air pressure. Think it is a good thing this portion of air line is covered with a stainless steel braid. With all the road fodd !! Rich.

Somehow I have changed the Topic from Read to question mark on the Chassis thread and I do not know how to change it to read It is nice to see how many answers or replays a post has received, But how do we toggle the logo on the topic from Read to Question mark ? Rich.

Bob, Welcome to the FMCA Forum ! There are a number of coaches that do not use battery isolators. One item that can be left out to keep cost down. Many coach builders use an Isolater / Emergency Start Relay to keep the Chassis and Coach Battery banks separated. This type set up keeps the coach batteries isolated from the charger / inverter charging system. Many builders bridge the 2 battery banks at the Isolator / Emergancy start relay so both banks get charged from the inverter and alternator.The coach batteries get charged from the inverter charger, but the chassis batteries do not get charged. When on the road this set up charges the chassis batteries, but not the coach batteries. Some builders have changed this setup by adding steering diodes in the alternator wiring to allow the coach batteries to charge from the alternator. Makes for some interesting challenges when trying to problem solve this areas charging system. Rich.

Bob, with more and more equipment and appliances going to microprocessor control systems, the need for a cleaner sine wave power is increasing and the newer SW inverters are getting better efficiency wise. The difference in efficiency between modified and the newer sine wave units are now about 5% of each other. Not a real big issue when trying to compare battery life between the systems. Rich.