jleamont

We have the screen mesh type that snap onto the coach body and hang to the ground. They came with the coach along with side and an exterior windshield cover (only use the tire covers). I was going to toss them at first and go with the white Adco covers that only cover the tires but after I thought about it we use these all year. I also park all 6 on Horse stall mats now vs wood for under tire protection. Last year the wood failed from the weight of the coach and that concerned me.

Jim, have you tried to keep it running by pressing on the accelerator pedal.....if so does it stay running off of idle? If so.....open the engine access, look for the item in the photo below, after you start the engine tap on it with a screw driver handle, its probably stuck (tap on the cast portion not the electrical connection side). That valve is your idle air control valve, when they stick it will cause the engine idle to surge and stall. Since they are an output from the Powertrain Control Module no engine light will illuminate when they stick or fail. Give it a few taps and see if it idles after.

Carl, did you take a wrong turn and head north ? Ditto, I will run the heat pumps when on park power, I don't care to as they are so noisy and the hot air they tend to produce usually dry. I prefer the Aqua Hot....that system really has us spoiled with being so quiet and moist hot air . I tried to run ours at 32 (they were off for several weeks) and all I got on the display was "ICE". That soured me from that point on. I believe if they were already on and warm they will run into colder temps, its when you try to start them and they have been soaking in the cold is when they become useless.

The repair shop might have to get creative and think outside of the box and replace your design with one from another coach or from the truck Industry. or see if one can be sourced used http://www.nwrvsupply.com/product/09169370.html

We have a procedure at work after many wheels were coming off while driving. Every tractor and truck get a PM 4 times per year. Trailers 2 times per year. At each PM our technicians are required to loosen every other lug, place the drop of oil on the attached washer, reinstall and torque. All the while they are to look at the condition of the stud and nut. All of the torque wrenches are shop owned, they get calibrated 2x per year, we keep extra wrenches that are used to rotate so we are never without. The proper installation and inspection of your wheels and fasteners is critical but often overlooked, mostly in part due to lack of training and understanding how serious the process is. We have a few links active on what happens when you get a flat tire and how to respond, can you imagine if a steer wheel and tire come off while driving? I'd take the flat anyday over that!

My pump is the one in the other photos (the black one, not silver). If your coach has nylon type of material on the fuel lines I am certain it's high pressure common rail, that design came at the same time, by coincidence the chassis manufacturers began to use at flex tubing for fuel line and followed the engine manufacturers and plumbed the chassis with the same product, it's actually cheaper and works better. Not sure where the term CAPS 2 came from, Cummins references it as HPCR which replaced CAPS. If you have the airdog set to the same output as the factory lift (primer) pump you should be fine. I would put a gauge on it just to be safe and keep an eye on it. What was changed on the return system? I kept the factory lift pump since part of it is a manifold to regulate the returning fuel to the tank from the injection pump and cylinder head (I.e excess from the injectors). I capped the ports that were to deliver fuel. I routed the line between the pump and the tank to a cooler, mostly in part since my fuel tank bay is now sealed off from air flow. Since the lift pump is really only a primer pump (as you mentioned earlier, by the way great observation). I am surprised yours was stalling at idle, when in theory the lift pump should be in bypass, unless that was the source of the air introduction, which is a good possibility but first I would want to confirm that as the root cause. Incidentally they were known to leak and introduce air into the fuel system. Is the oem pump wet where the housings join or around the electric portion where the motor mounts? Going the route you went should make that coach more dependable. For piece of mind I would want to be certain the root cause was the old lift pump just in case it wasn't, the road test could be costly. Take some photos and post them in the gallery, I would like to see the finished product.

The reason I asked about the fuel lines, if rubber they are notorious for failure where they draw air and the engine will stall at idle. If you put the pump at the tank and we're sending fuel up to the primary filter, if you had a pin hole in a line you would know it and fast! With a better pump sucking fuel you may have the same problem you currently have. I'm sure we can get it figured out but we will have to start with the basics first. Here is what the rubber lines look like you can see them connecting to my old primary filter

Glenn, pull your floor and snap a picture of the injection pump and the lines. I will be able to identify it. wheni went into Quickserv and pulled up my engine by serial it showed me my CAPS system and the same photo you attached above . I have heard of injection pump problems with the HPCR design also, but I believe it was caused by the new fuel rather than low pressure. What is the fuel like made of between the tank and primary filter? Is it a plastic tube or rubber hose?

Glenn, are you sure you have the CAPS system? The diagram above shows a Common Rail design, which would be correct for your year unless you have an older engine (which is possible and not unheard of).

This type

Or the VP44 like this one

Glenn, what injection pump do you have, the Bosch VP44 or the Cummins? The link below is the Cummins Pump for found on the higher HP ISC. http://primedieselsales.com/cummins/remanufactured-fuel-pump-for-1998-2002-cummins-caps-8-3l-isc-8-9l-isl/?utm_medium=googleshopping&utm_source=bc&gclid=COHguPvwstACFdgLgQodVlIHpg

I bought a Dodge truck (Cummins powered) fuel pump relocation harness and cut the end off that was supposed to plug into the fuel pump, it was nice and clean with the proper weather pack connector. I wanted to get the relay out of the engine bay and put it with all of the other stuff.

Here is a picture of it installed

Glenn, I have the OEM fuel pump power and ground going into pins 85 and 86 on a relay similar to the one in the photo. All it does is close the relay when the ignition is turned on, the ECM sees the current draw and it's satisfied. I had an old fog lamp relay in my tool box laying around, that is what I used. Just to be clear there is no load connected to the relay, it just switches internally and the ECM is happy.

Glenn, since you are stalling is it safe to say this is happening after the lift pump shuts off? What are your fuel lines made of?

Glenn, you need to trick the ECM into thinking your OEM lift pump is still connected. Its simple to do, I bought an extension harness on the web plugged it into the existing power feed to the OEM pump, routed it into my electrical bay, I use that to energize a relay that is NOT connected to anything. That is all the ECM needs to see is resistance within the relay coil and it assumes the fuel pump is operating properly.

Never! they always pass me like I'm standing still, even at 65. 99% of the time as soon as my coach shifts into 6th gear I either set the cruise or watch the speedometer and keep it under 65.

Looks great, Welcome!

I will admit....I have walked ours up to 80 before, then I looked down at the speedometer and backed it off. Its easy to get complacent, I just started to keep up with traffic flow on a long and boring highway. I certainly didn't feel like I was going that fast. I use cruise now to stop the itch to pick up the pace. Funny, I have been passed by tour busses pushing 90 and up before, they have the same size tire as me which unless there is something I am missing they are also rated at 75 MPH

Blake, our floor plans are almost identical .

Every time you guys post a CG in Texas I can't help but click on the link and browse, all the while this is my face . I really need to spend some time in Texas exploring, WOW!

I was going to suggest the same, they are not that expensive either. Blake, cant wait to see the finished product!

On the mechanical 12V engine that would be your primary filter. But on a 24V ISB the primary fuel filter is first inline. The only thing I can think of is they were trying to protect the oneway check valve at the primary fuel filter or it was oversight by the chassis manufacturer. I.e. just carried over from the 12v mechanical engine and forgotten about. Cummins supplied my complete engine along with the fuel filters and housings. The only item in question is the alternator.