wolfe10

Joe, Check the factory set up again, as 8D's are 12 VDC, not 6 VDC. And from the description of your needs, I agee your current setup is just fine.

rscomier, Yes, welcome to the FMCA Forum. Verify rim size is adequate for the 305's Verify that you have the additional clearance above the larger tires and between tires and chassis/axle components. If you have a Sheppard steering box, it is easily adjusted externally for max cut angle if that is needed.

Two things: 1. RV's ARE complex vehicles, so they do experience issues. 2. As you catch up on what may have been neglected maintenance AND get to know the rig better, things will calm down. I have no first hand experience with that particular ATS-- I am sure others will comment. As already posted, loose connections cause heat, causes oxidized wire causes more heat and loosening..... So whatever unit you use, once a year, take the 3 minutes it takes to check all connections.

Totally agree. But, that function should be provided by the CHASSIS battery which is still in place.

Yup, part of a good annual inspection.

James, If you pulled only the house battery (i.e. chassis battery is still in place), you can easily start the engine. And, using the boost switch you can start the generator. If you have a constant duty battery boost/battery combine switch AND solenoid, all 12 VDC house systems can be run off the chassis battery. If a momentary switch/intermittent duty solenoid, this would not work. But, you could do a hard wire "work around". Be SURE that you have the positive terminal that goes to the house bank very securely isolated from any metal (ground), as the alternator will be supplying power to that lead as well as to the chassis battery.

The Allegro 34PA is a gas coach, so fuel tank is behind the rear axle.

I applaud your interest in making sure an axle is not overloaded. Remember, fuel tank is BEHIND the rear axle, so weight in it REMOVES weight from the front axle (with the rear axle being the "fulcrum").

And, answers would be more valuable with the following information: Chassis GVWR Front axle GAWR Actual front axle weight when loads like this .......... I would also suggest the same info for the rear axle: Rear axle GAWR Actual rear axle weight when loads like this ..........

Elee, Welcome to the FMCA Forum. While it is unlikely the two are related, it would be a question for either Cummins (with your engine serial number) and/or Freightliner (with your VIN): Cummins 800 343-7357 Freightliner 800 385-4357

Sounds like you have one of the "smart thief" devices such as a Xantrex Echo Charger. A very common and perfectly acceptable methods of maintaining chassis battery charge.

Yes, jacks first is the more common procedure. BUT, some coach makers have theirs designed to deploy slides first. Just follow the recommendation of the coach manufacturer you choose.

I believe this is a link to the group Bill is referring to: http://www.rvingwomen.org/

You will need to consult your wiring diagram to see where you can connect to charge chassis batteries and/or house batteries. There is no industry standard-- on many, the inverter/charger does not charge the chassis battery. If you do not have a wiring diagram, contact Fleetwood with the question.

Reality, this time of year, you need to check the weather a couple of days before leaving. A very good website where you can "fast forward" through a week by day parts for weather conditions: http://graphical.weather.gov/sectors/centrockies.php#tabs

While that is possible, it is less likely than if you allow chassis battery voltage to drop below "operating voltage". Said another way, allowing the chassis battery to go dead and then jump start would be harder on the electronics. Yes, best is that battery voltage is good and electronics are connected. That means either solar (keeping snow off the panels) or shore power or more frequent drives than is probably reasonable in your area.

While some coaches do have a chassis battery cut off switch (our 2003 Alpine does) they are not common. You could install one or merely remove the negative terminal of the chassis battery when in storage.

Keon, That is great news. Sounds like you have the new/better designed heads. Much better than the OE heads.

Keon, Incorrect. the 1999 V10 IS the one of the years with spark plug issues. Plenty of posts about best way to remove the old ones and best way to gently torque up the new ones. It is too few threads in the head that is the issue. Were it just the spark plugs, that would be great, but not the issue. There ARE inserts that can be installed if the threads (aluminum) are compromised. Again, lots of info on the internet about this.

Thanks, for the excellent pictures/post. Will sure help the next person with this question.

brucelowry615, Welcome to the FMCA Forum. First call would be to Monaco with your VIN.

Yes, welcome to the FMCA Forum. As Bill said, check for obstructions (food, spider web, etc) or misalignment of the gas jet/burner tube. If that is not the problem, the next check is propane regulator. Many stoves have their own regulator in addition to the one at the propane tank. Either could be causing the problem. Bottom line is that you do need a specific propane to air mixture for complete combustion.

Yup, newer emission standards are VERY different, requiring VERY different (complex) technology. Cat, Cummins, DD-- rules are basically the same.

Do you have the manual on the coach, chassis and/or engine? Each should outline this. IF you have a DEF tank (and I can not tell you 100% either way as it depends on ENGINE build date, not coach build date or model year), they are usually located on the opposite side from the diesel fill and toward the back of the coach. A call to the Caterpillar RV Hotline (877 777-3126) with your engine serial number would be a good source of information on this.

Code 3473-31 is defined as a failure to ignite. This meas the ecm attempted to ignite a flame in the ARD housing and it failed. You either have a bad spark plug or bad ARD head. I always try a spark plug first. 3251-0 Diesel Particulate Filter Differential Pressure (bank 1) : High - Most Severe (3). Troubleshooting, "Diesel Particulate Filter Has Differential Pressure Problem"