dickandlois

popatop, Welcome to the FMCA Forum! The real key to having slides is understanding there is a load limit. That varies form slide to slide and different manufactures. This item is not covered well in the owners manuals or buy the point of sale personal. The other item is the maintenance of the operating system and the weather seals. Rich.

Tal, Thanks for the update. Hope Thor supplies some useful information. Now, if they do not have a fuse location and size, ask if they used a fusible link and where they placed it. Because coach builders change things around from year to year and model to model and at times change suppliers to keep the assembly lines running makes for a challenge tying things together. Rich.

Tal, The coach builders do not include wiring drawings in the owners manuals, but they often do picture the chassis fuse panels and the coach panels in the electrical section. Freightliner just replied that the coach builder is the one that wired the ac unit. This is correct, but the key here is that they supply coach builder circuits from the chassis wiring to supply power to the dash heater and AC system. Also the power steps and accessory outlets. The interesting thing is that the chassis fuse panel and fuse are listed in and older model owners manual. This includes the fuse for the Blower motor and system servo board and the fuse for the AC evaporator fan. Did Freightliner supply you with the PDF chassis wiring drawings for your Vin. number chassis? I could PM my email info so you can forward a copy that I could look over if you wish.. Another thought - Did frightliner install the evaporator and cooling fan before shipping the chassis. To be truthful, my feeling is NO. Because of the damage to the wiring harness and if the wires used for the fan circuit are not numbered. Then they did not build the circuit into the chassis harness. That leaves the coach builder!!! Rich.

The fact that you get good cooling with water flowing over the evaporator leaves the lack of 12 volts to the fan as the key. Good work-never thought about hosing down the evaporator ! A new trick to add to my file! Do you have the owners manual? Does it list the fuse panel fuses and the circuit related to them? The fuse sizes are common, the primary fuse is the 30 amp. Then the 25 and or 20 amp fuses power different portions of the system. servo system and blower motor. The 30 amp fuse powers the fan circuit in question on many systems, but all of your system works accept the cooling fan. SO it sure sounds like a blow FL. Exhaust pipes make for good grounds and heat melts insulation. I need to see if by chance I have any wiring info. for the Mandalay on file. The coach-I know that there are no drawings for the 09 chassis on file. 05 model is the closest model on file- Fuse # 31 is listed as the Condenser fuse and is rated at 25 amps. Fuse panel is located under the cover just in front of the steering column. Rich. Oh, look for some numbers on the wires if you get time!

jbrooks357, Welcome to the FMCA Forum! Take a look at the link below and check out there shift control systems. orschelnproducts.com http://orschelnproducts.com/products/electronic-shift-control-systems/electronic-shift-actuator-system-esas/ I did find this one possibility in my files and I think there might be one more somewhere, but finding them is sometimes a challenge. By chance do you have the OEM part number for the NLA part ? This might also be helpful. www.hurst-shifters.com Rich.

talgutbir, Welcome to the forum! The AC system is installed by the Coach builder. When you activate the AC system the evaporator fan is powered by a harness installed by Freightliner along with The 3 fuses in the chassis harness. a 20, 25 and 30 amp. there is also a fusible link installed by Freightliner along with a relay. The fusible link supplies the 12 volts that powers the evaporator fan circuit. (This wiring layout is quite common on coach dash AC systems). The fact that the evaporator fan runs when you apply power to the motor and the wires have been compromised by the exhaust heat and there are no blown fuses, would indeed lead one to suspect a blown FL (fusible link) The Frightliner wiring for your chassis has numbers printed on each wire, So if you can find the numbers - copy them down. Like 1652- 4 digits long in most cases. Like Brett mentioned, contact Freightliner with the last 6 numbers of the Vin Code. Ask for a PDF copy of the Chassis electrical wiring. Not knowing your back ground in reading electrical drawings- you might have the ability to trace these wires to where they originate. Also, you might want to ask where they mount the evaporator fan relay and where to find the fusible link. FYI it should be connected to a primary 12 volt supply point, but where it would be in this case is the big question. With out the cooling fan running, the high pressure switch opens - this in turn disengages the magnetic clutch on the Compressor. This action would allow for very little cooling, but you might get some. Rich. The system is most likely supplied by DENSO

JR, Welcome to the FMCA Forum! You mentioned the main slide are others creeping as well? Thor (Four Winds) Hurricane 32A. What year is the coach? Rich.

Well, I have to admit that I can not find the post made by one of the Forum members regarding this issue. R and R of the engine tappet cover to replace failed gasket that is located on the intake manifold side of the engine. Think the OP mentioned he had a Cummins ISB series engine with a Bosh VP-44 Injector pump. This set up requires removing the fuel injector pump to gain access to at least one of the 6 bolts used to secure the valve tappet cover plate and removing the fuel filter might make things easier. I'm not referring to the Rocker Arm cover at the top of the engine! When the injector pump is removed it will need to be installed with the proper timing for the pump to operate properly. Removing the tappet cover is not difficult when you have access. Had to look at the engine manual and the set up to understand the difficulty of this repair and the fact that one is almost standing on there head to reach down along the side if the engine. Rich. Well posting it twice is better then hitting the wrong key and starting over !! LOL

wheelsandpaws, Try this link - just maybe there is a coach owner with the same coach and some helpful information. Like many forums, there are those that are nervous when it comes to posting. I have to admit that I also was not comfortable posting or replying on them. Age kind of lessened the fear and then Brett W. contacted me an now I have a feeling that he might regret that email at times. http://www.thorforums.com/forums/ Rich

magtnobody, The blue wire is the one that supplies power from the control panel / board. Is there 12 volts present on the blue wire when pressing the button on the panel? No power - then check for defective connection(s) or blown fuse. With 12 volts always present at one side of the solenoid, coming from the battery bank. One can use a jumper cable to jump across the large cable terminal lugs - Note ! Connect the cable to the side with no 12 volts, then you can just tap the hot terminal. Did the pump Run ? Running pump means bad solenoid / coil if 12 volts is present when jack panel button is present. Rich.

You will need to address the issue at some point. So when would the down time fit your plans. The key hear is - what make manifold- OEM ? there are stainless steel ones and split units that can expand and each half covers 2 exhaust ports. This an expense point. Then with your chose of Manifold - will the current exhaust pipes connect to the replaced manifold ? I call this, the Domino effect. Changing one item can lead to other items needing replacement. The bonus hear is that with the proper upgrade the engine will operate cooler, with better power and MPG in many cases. Cooler is really relevant to engine breathing better - displacing real hot exhaust. Rich.

John, Most likely your thought regarding sliding it out would work, but they are hefty so a good means to raise and lower them is also necessary - Plan ahead on just how you might get a good pull point to get the unit back under the coach and still be able to get it back up and to also move side to side / back and forth to get the mounting bolts into place. Rich.

John, The majority of the generators that are bolted to the frame require the center section of the front cowl be removed, then one needs to raise the front of the coach. Removing the 12 volt wiring, the 120 volt at the interface J box between the coach wiring and the generator, the fuel lines and exhaust plumbing. Loosen the bolts holding the generator and the coach frame. Then one needs at-least a pallet jack or forklift. Blocking things where needed and with the center section removed from the front of the coach, most will roll out through that space. Then replace anything that needs replacing / check everything over closely. You should be able to run the generator to test it if it is very stable on the jack or pallet before reinstalling. Not knowing your skill sets it might be better to get some help! Rich.

cwaldon, Welcome to the Forum! This might be the problem, but one question - when you turn off the ignition key - does the engine quit ? Think on your coach there might be a battery isolator - it is mounted on the engine fire wall - color might be blue if it is OEM. Is there a smaller gauge yellow wire connected to a terminal somewhere near the center ? If so remove the wire from the terminal - did the pump and or engine stop ? Also, like Brett asked, could you include the Model year and Chassis. Thinking from your post that you have a P-30 series chassis. Rich.

X2 !!!!! The Chassis and Coach Connections on our older coach are very close. However, there are wiring items / changes with no documentation and one keeps finding points where the chassis structure was installed before the wiring harnesses where run. This creates some interesting work a rounds. Rich.

BW - The way they set up the diagnostic code reading on coaches is set up different from Model year and coach builder. Sounds like you got the information using the cruse control on your coach. You might rerun the test and see if there are any other codes present. The pattern for the display is generally, one code repeats 3 times then a pause, and a three peat of a second code. The pattern continues until all codes have been displayed. Then the codes are repeated until you exit the test. This is a time when a scan gauge or other system comes in handy to read fault codes. Keep the group in the loop! Rich.

Lyle, posted: "After the old mixing valve worked sometimes and then not at all I purchased a replacement. valve ($189). When installing the valve I read the instructions (I know, very unmanly)." Just brings you up to speed with the rest of the gender !!!! Rich.

BW, Not as up to speed regarding Cat engines, but look under the dash and see if there are 2 switches mounted just left of the steering column. Should your coach be equipped with a self diagnostic system, you use these switches to read the ECM stored fault codes.Is this how you got the code you posted? Cat 3126 that is giving codes 15 & 39. injector accentuation pressure ... look for chafed or corroded wires in the engine harness between the sensor? Let the group know if you find these switches. Rich.

Tierman! All your questions are kind of manufacture and owner caused faults. The hydraulic operated slides should come with anchor points fastened to the frame system and matching point on the slides. Then there are cables or rods with turnbuckles to keep the slides in place while traveling down the road. Do the owners remember to? The electric slide driven system often have issues with the control boards failing, sometimes the motors fail. IMHO this is often caused by exceeding the load limit(s) on the slides. The cable operated system cables brake and again the load limits have been exceeded. The coach builders / point of sail often fail to point out this factor and other times the owners do not read the information supplied by the builders. Regarding the leaks - this problem is often caused by dirt getting between the seal surfaces and the seals not being cleaned and lubricated. There is also times when the slides are not squared up / adjusted well before being shipped and that problem also happens during a repair at times. The key is in the details and how owners use the storage space both inside the slide area and the storage area outside in the pods / bays. Rich.

The Cummins / Onan generators can be primed after one runs them out of fuel by holding the stop side of the switch down for a good 30 seconds to a min. Then try to start it again. Let the group know if that worked and we will go from there. Rich.

You mentioned in you original post, that when you had the system checked that everything was nominal. My take on it is - when they checked the system current load, the load was within the specifications of the AC unit. What was the voltage reading at the AC unit? Another item that can cause higher then expected voltage drops is wire gauge / size and the length of the run. One might have the service tech check ALL the circuit terminals are clean and tight at the AC unit, in the circuit Breaker panel. Contamination and loose connections increase resistance and resistance causes heat. Heat Trips breakers. Rich.

wheelsandpaws, Welcome to the FMCA Forum! Just took a look at Thor's web sight and there is no mention or listing for the Residency Model. So you might try to call them and see if they could offer an answer. Do you have the Owners manual ? What class is the unit. Class A - B or C ? What is the Model year? Customer Care (877) 855-2867 FREE Retail Customers (877) 500-1020 FREE Dealer http://thormotorcoach.com/contact Rich.

I think the compromised link was between the Engine ECM and the Transmission TCM. If and I'm going to if this one-the TCM module would be mounted no farther then 3 to 6 ft. from the main data link trunk line. That would kind of put the TCM module location under the bed / engine access cover and most likely mounted on the outer surface of the bed support base by the coach builder. This location would keep it away from all the other items, like air, fuel, Dash AC, fuel lines and filters plus a few more for electrical items. There would be a link between the TCM and the Transmission and between the TCM and the ECM looking at throttle position an these two modules carry on a constant conversation regarding the gear the transmission is in - the current load and how much torque is needed and what gear its running in. The ECM then commands the engine to deliver more power by increasing fuel supplied by the injectors and how much turbo boost is needed at any given moment an it is done in factions of a second. This location would keep it away from all the other items, like air lines, fuel pump, injector pump, Dash AC compressor lines, fuel lines and filters plus a few electrical circuits more for electrical items. The ECM's Mount on the engine. The under the bed would keep the TCM module out of most of the wheel spray and dirt, but the twisted data cable would be exposed to an Environment very unfriendly to data connections where any corrosion and or oxidation would start to degrade signals. Data works great until noise reaches a point where the data can no longer be filtered out from background noise. Compare it to the new cell phones - when the signal drops to low enough level - the things hang up and they do it at the most inconvenient times. Rich.

emarcum, Welcome to the FMCA Forum! Do you get any check engine light? What is the Engine Temperature? What is the Air pressure Reading on your gauges? One can check for fault codes by using the switches located to the left side of the steering wheel and under the dash. They are a little hard to see and one needs to look under the dash to see the switches. If you have not done this before post a request for more information and any unusual gauge readings for the group. Note: Your model year coach will have a ISB-02 Series engine. So your coach will have a third fuel filter located in the chassis frame rail behind the rear axle. This is difficult to find and could be located on the drivers side or the passenger side. Many of the Engine service centers are not aware of this filter. Rich.

Ed, Welcome to the FMCA Forum! The web sight link might have changed over the years. You might try this link to the Rambler group. That is still active. https://groups.yahoo.com/neo/groups/ramblin_pushers/info Rich.