wolfe10

Yup, that allows you to engage 2, 4 or all 6 cylinders.

Yes, the alternator SHOULD charge both battery banks. If this ever happens again, be sure to check battery voltage on the house battery.

Well, either exhaust brake or compression brake can be casually referred to as an "engine brake". Exhaust brakes are found on "smaller" diesels, with engine compression brakes being offered on larger engines, starting with the Cummins ISL (8.9 liters).

With both low and high, I suspect you have an ENGINE COMPRESSION BRAKE, not an EXHAUST BRAKE. Exhaust brakes are either on or off. With an engine compression brake you often have the ability to select either some or all the cylinders slowing you down. The two are vastly different in how they work.

Yes, the exhaust brake activation SHOULD cause the transmission to automatically downshift. Look at the Allison shift pad when you engage the exhaust brake. It SHOULD change from "6" to a lower gear. 4th and 2nd are common choices, but any gear can be programmed in as the pre-select gear by an Allison dealer. The "turn on exhaust brake" signal actually goes through the Allison ECU.

Speck, Recheck-- I suspect in a 1998 with 330 HP it will be the C engine. For best answers, post your engine serial number.

Does the Allison shift pad illuminate (show N) when you turn on the ignition? If so, use the shift pad to check for diagnostic codes.

cmcusn, Welcome to the FMCA Forum. What chassis are you on? That is where the wiring for the Allison would have been done. Normally, the two 12 VDC positives to the Allison ECU come from the same fuse block-- one for memory the other hot only when the ignition is on. Verify that your ignition switch and ignition solenoid are working-- if the dash HVAC fan works, these are good.

Link to Dave's part of the Diesel RV Club Forum: http://forum.dieselrvclub.org/index.php/board,100.0.html

Electric power would work OK for a sailboat getting in and out of a marina, but for a cruising sailboat-- next to useless. There is a very limited amount of power that could be effectively stored in a sailboat battery pack and pretty limited area for solar panels (basically the bimini area). Certainly not enough to motor hour after hour in the ICW. Picturing our many, many sailboat trips from Galveston Bay to the Bahamas with sun up to sun down motoring (prevailing wind is from the E/SE). On the way east you are into the wind most all the way from Texas to Florida.

It may be correct. BUT, that is assuming the very worse. Start by replacing both fuel filters-- a clogged filter will reduce fuel flow and can cause low pressure. Then if still a problem, replace the lift pump. Yes, if fuel pressure has been low for awhile, it can damage the injection pump. But, that is NOT where I would start.

How many RV parks electrical systems are over-designed to accommodate additional very high amp 240 VAC draws???

https://www.cumminspowerclub.com/

sweenrv, Welcome to the FMCA Forum. What brand are the jacks? I know with HWH jacks/lines there are numbers on each end of each hose with the PN. From HWH's website you can order hose replacements. Having them on-hand when you take the coach in will speed the process.

tworootless, Welcome to the FMCA Forum. See if your basement GFI powers an outside outlet. If so, it is common for water or corrosion in the exposed outlet to trip the GFI.

https://community.fmca.com/search/?q=CENTRAMATIC

Or if no ladder, double sided tape from any hardware or box store to put in the back of your RV.

Aquinby3, Welcome to the FMCA Forum. Log into FMCA.com Click on https://www.fmca.com/member-help-search

Are you sure it is a 454. Most Workhorse chassis of that vintage have the Chevy 8.1 liter (496 CID). Transmission and suspension depend on whether P or W chassis, but to my knowledge they all use the 8.1 liter engine.

kraussdk, Welcome to the FMCA Forum. Please tell us what motorhome you have. Exactly what is not working?

Absolutely, start a Super C Chapter. If you need assistance many here will be glad to offer guidance.

Cheap, easy start is to replace the fuel filter(s). That is the most likely cause and the least expensive to address. And, if it/they are restricting fuel flow, will shorten fuel injection component life.

And, coming directly off the house battery with the appropriate gauge duplex wire and fuse at the battery sized to protect the wire should be significantly shorter than merely connecting to existing coach wiring.

Check voltage at the frige/freezer when it turn on. Voltage may be OK with it off, but with load may drop too much. Let us know what you find.

I would think the police would have a pretty easy time securing that footage.