jleamont

Booked American RV Resort in Albuquerque. The paved roads were the determining factor, and the place looks nice to boot. Our coach is a disaster when rolling into a gravel road campground, looks like a dust storm rolled into town.

Found this on the web...looks simple enough

We have one of these that controls all lower bay heat functions, maybe retro fit one of these?

Puff, not sure where warmer is, it was in the 20's in TX today when I called to book next summer's trip to New Mexico . Perhaps visit the family you came out there to see and head for FL, good chance you drop low enough you'll find some warmth. If you need some help PM me, I'm around 1.5 hours north, that coach wont fit in the garage but have tools you might need along with an extra set of hands if it gets to that point.

Yeah, certainly not limited to the trailer world, that's for sure!

If so go for it!

I get away from them when on the road, I can usually spot the overloaded combination and stay clear.

Yea, I'm afraid my friends combination is a bit unsafe, he won't listen to me plus what's he to do beyond crank the weight distribution hitch down and tighten the anti sway bar? The dealers on both ends sell you what you want and have little to NO clue about towing and towing safety, as we all have seen over they years on here with anything once there is ink on the papers they forget who you are.

Ken, sad but so true. We have friends that have a TT, they too bought the truck, then trailer, upgraded truck to V10 SUV, then down sized to a Tundra because the Toyota dealer told them it was OK and when you read what it can pull on the surface looks close but OK. Then you factor tongue weight, loaded trailer and people to the truck weights they are 400 over on tongue and combination 1500 over. The ditched the big SUV due to fuel economy as it was a daily driver. I just hope they don't become a statistic with that much over loaded.

The official name of that bugger is blank in my mind, some sort of snap ring comes to mind. I am not familiar with them other than reading all of the complaints about its design and frequent failures. You have a photo of it?

Turbochargers fail for many reasons on newer engines. Excessive idling Oil passing (main reason for most and on older engines also) coolant entering and passing through VGT solenoid failure Variable vanes sticking, usually caused by excessive idling or crud passing through like coolant. Usually caused by EGR cooler failure. As mentioned a gauge to determine when the turbocharger is cool enough is a good tool to have so you know when its time to shut it down so you don't excessive idle the engine or shut it down to soon. The later model CAT's were notorious for turbocharger failures. I would reach out to CAT and ask for assistance.

Different dealers use different oils, unless a repair is under warranty, then they run with the OE recommendations. The lowest bidder scenario always comes into that decision. As far as what oil to run in a gas powered generator, call Cummins. Our old coach had a Microlite 4000 Onan gas air cooled. Called Cummins was told 15W40 diesel oil is the recommendation. I can only assume it is the same as the OP's.

Carl, the pool for the kids. They can go swim we can sit under the Awning and relax.

Old town was the draw to Albuquerque after Rudiso. I was hoping for a place with a pool, didn't notice one at Isleta lakes. Thank you for the day trip to Sante Fe idea, hadn't given that much thought.

Looking for Albuquerque campground recommendations. Enchanted trails or Isleta Lakes? Any other ideas?

Carl, drivers today are not the drivers of yesterday, oh the stories I could tell you . Technology is advancing as driver quality is rapidly depleting, if not the roads would be more dangerous than now. Small straight trucks 4.5 gallons medium duty straight trucks 13 gallons Heavy duty tractors 15-20 gallons the larger the fuel tanks the larger the DEF tank.

Carl, blue cap on both...still no excuse

At work it became a problem, I believe when we hit 1/2 a million in damage to a few units something had to be done. We put magnetic inserts in the fill necks on the DEF tanks, the nozzles have a corresponding magnet so when you slide the nozzle in it releases a valve. Solved that, plus we only fuel a small handful of trucks on the road, everyone got training! Our diesel nozzles are all high flow (large nozzle) so it won't fit in the DEF tank. Now we only deal with washer fluid in the DEF tanks .

Puff, welcome to the east coast . You get up this way PM me! joe

You're welcome, Anytime buddy!

Wait..I get those now at 45 Merry Christmas friends and happy holidays for those of you that don't celebrate Christmas.

It seems like the longer ones fail more frequently. Speculation; vibration due to the length? I have seen one fail after the pump before the rail but it looked like it was bumped during engine installation or while working on something else. When I say bumped, it had a dirt mark, no bend or scratch on the paint.

Gary, since it made its way into the fuel system I would take it to a CAT dealer, they will most likely have to tear down the fuel system and see how much damage it did. Depending on the year and engine it could sway into the, oh...my really expensive category. I will say from experience I would get a few CAT diesels a year that had gasoline in them at the dealer (sadly common on motorhomes). Lift pump, filters, push diesel through the lines and 6 fuel injectors on the smaller engines and away you go. Bigger engines, different animal!

The one I had was the 7th injector line, which supplies fuel to the exhaust after treatment system.