jleamont
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Posts posted by jleamont
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tmcoffin47@gmail.com, Welcome to the FMCA Forums.
Nothing comes to mind other than whats hidden under the dinette. That is often a place to put components like a transfer switch, furnace etc... If nothing is under it start the careful removal process (try not to damage anything, you might have to put it back in), should you stumble upon anything questionable, snap a picture and post that on here.
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If it is a Maxxforce 7 the only way I'd do it is if a relative gave it to me.
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27 minutes ago, manholt said:The tank also has a red tape for low point.
Do you not have a gauge on the dash to monitor the level?
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Five, I emailed you concerns to a friend at Detroit Diesel waiting for a response. I will circle back once I hear from him, not sure if hes working from home or in the office due to Covid, could take sometime.
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Howie, very common on Freightliner products from the big trucks down to the Sprinters. The Def Header is the DEF tank sump, filter and potentiometer unit (for the gauge if equipped) (no pump, that sits on top of the tank). No recalls that I am aware of.
The biggest issue we see in the North East is if you fill the DEF tank in the winter and park it for an extended period of time (overnight), since DEF freezes, by poor tank design (Freightliner tanks) there is no room for the DEF to expand as it freezes and it cracks the plastic header within the tank. We have a policy at work DO NOT FILL THE DEF AT THE END OF THE DAY, FUEL TANKS ONLY. We change them by the dozens as a result of that and what we have become a custom to "routine failures for no reason".
When the engine cannot see the DEF tank level it will send the engine into derate (power reduction), I have had them just shut an engine off at highway speeds already also if it was damaged and shorted internally. The trucks have an "ENG FAULT OVRD" switch (that's how its labeled), you can press the button on the dash while cranking the engine and it will restart to limp it somewhere, I believe it will give you 4 hours at that point.
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Horsepower and torque are relative to the weight of the coach and its GCWR. Said another way, smaller lighter coaches do not have large displacement engines as its not needed, perhaps its desired but still not needed. There are charts that determine these configurations.
Ours weighs loaded 34,000 plus a 4800lb Jeep in tow. We are 400HP 1250ftlbs of torque, if I am not thinking it will slow and crawl up and over a mountain. I must downshift prior and it walks right up over the hill. If I wait for the transmission to do it it wont happen until mid way up the hill and there goes a lot of fuel to regain momentum that late in the game. When this happens I usually just hang to the right and follow the trucks to save on fuel.
YES to Bills point, I have to watch my Pyrometer, the transmission will not downshift soon enough and those Exhaust Gas Temperatures will rise to almost an unsafe level, if I take control of the situation and downshift it they do not even come close and my engine has no HP or torque alterations just a modified fuel delivery system.
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Richard, I am not saying it WILL damage the engine, the point that MUST be considered here; You absolutely must be on your toes with a modified modern diesel engine watching gauges while driving. You can literally sink your foot to destruction really fast in a modern day diesel that has been modified if you are not thinking clearly. You also must understand how everything works as you step harder into the throttle and know what its going to translate on the gauges. Most motor heads (like myself) probably would have a problem, the average "joe" will destroy an engine, I have witnessed it first hand.
Today's diesels are NOT built like the ones that gave the diesel engine its good name. The foundation is built to withstand slightly more than the power it produces, some will argue that they are not even built to withstand that much power when you see one with catastrophic failure and no obvious root cause. They are now built to be lighter in weight to help curve emissions and fuel consumption which equates to less robust internal parts right down to the block, some are even multi-piece blocks with portions made in aluminum bolted together.
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For future reference should anyone stumble upon this post and need Roadmaster chassis Identification information here are some good documents;
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5 minutes ago, hermanmullins said:Joe would you do it again and this time take videos so Carl, myself and other will know how to change out an airbag.
Herman
You must become one with the machine, literally! I had my entire body stuffed up on those wheel wells to reach the mounting hardware behind those bags
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June, got to get away from PA, been too long since we had a vacation!
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Personally I wouldn't touch it. Modified power goes up, reliability can go down, (seesaw effect) especially if the driver is not conscientious and watching the exhaust & coolant temperatures. I know from experience with Cummins, the more HP and torque the more air flow required around the engine, on a DP that would be a tough one to overcome and I wouldn't be the slightest bit surprised of that was already lacking.
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1 minute ago, manholt said:ne are good, but I'm going to have shocks look at
To my surprise some of my shocks were newer (3 of them) all Bilstein and I had to remove them for access to the air bags, NO problems with any of them. They still had a lot of resistance (no fun to collapse for installation). I manually compressed each on on the ground, they extended rapidly once I took my weight off of them and they were smooth. I put them all back on!
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Anyone ever stay here? We are looking for great takeout/restaurants in the area.
https://www.sugarsandbeachrvresort.com/
I just booked a trip here. So far the booking experience and RV park Reviews were great. This picture sold me when it popped up on Facebook and their rates are great at $70.00 per night off season (summer).
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Follow up, 3 days has passed and the coach hasn't sagged, still holding is position from Sunday. Time to write this one off in the books as a success!
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Never owned a RV with one. Hopefully one day I do not, running without all of these years I'd never remember to check it.
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2 hours ago, hermanmullins said:I will be up the middle of June and you can show me how to do it as I watch.
Herman
Funny, when I was done I thought to myself wonder how old the bags are in Herman’s coach
2 hours ago, F433921 said:Did you remove the wheels?
Jim
Just the outer rear duals, installed 5 lug nuts just Incase my jack stand sunk and tried to dump the coach.
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Yeah, that was tough on day two. I was still tired and sore from day one.
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Just wrapped it all up. Rear is complete!
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Eric, do you have a portable EMS? I also carry this gadget
A wise man once shared this link and I ordered one immediately.
Portable EMS would have alerted immediately also.
here is the diagram I keep in my phone just in case.
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2 hours ago, F433921 said:Are side panels around the wheels hinged? Did you remove front wheels to provide better access?
No they are not. You have to brace the H-frame to the Semi Monocoque frame above it, lower the suspension unhook there air lines to the bags. Access was a bit tricky, most work was done reaching around the tire but some was done underneath sitting and swinging a ratchet wrench blind.
if the wheels were off it would be easier but the risk dramatically increases. Being our driveway is asphalt I don’t trust stands to hold all of that weight. -
Bill no leaks but they were deteriorated from age and getting hit with road debris. The rears don’t look 1/2 as bad but I will replace them also.
8 Airbags
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I called it quits for the day with wrapping up the front. The rear looks like I might have to pull the wheels to conquer. It took about an hour per airbag to replace.
2002 American Dream: Accessing top of gray tank
in Water and Holding Tanks
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Look around the shower base, out in the hallway, often there is plumbing access. Usually it’s a rectangle access screwed closed.