jleamont

Flushed should remove all fluids in it. Pulling the pan couldn't hurt to take a look around but the "filter" inside really isn't much of a filter anymore. Its only designed to stop large particles.

Kay, when all of the different fluids became critical I would often see vehicles towed in with no movement, pull the trans pan down and it looked like paper mache in the pan, it was clutch material that melted off the clutches from incorrect fluid. Were not talking about adding gear or motor oil to an automatic transmission it was just the wrong spec automatic transmission fluid. After you spoke to the customer it was usually something an auto parts store told them they could use or some snake oil product that got dumped in to improve MPG's. Easy rebuild but expensive. I had an engineer tell me "today's transmissions are like your body, see what happens if you get the wrong blood put into your body"

Based off of your mileage, you are actually due anyway. You might want to call Motorcraft and ask, no where on that bottle does it state it can be installed into an automatic transmission, it only mentions axles.

JRSMILEY, welcome to the FMCA Forums! You could always call Tiffin and see if they have some insight on your issue. Our coach also has heated tile floors, but its a primitive system, we have two settings ON/OFF, on makes my feet sweat, DW loves it, OFF we both get cold feet. Ours is somehow tied to the Aquahot system, if the electric is not on the floor switch doesn't work.

It doesn't take much to make a big difference on MPG's.

Here's another used option; https://rvparts.visonerv.com/

looking good!

What year? The C13 and the C13S two completely different animals.

Rich, my thought was for the right $$ it could be a good deal. Personally Id pull it, sell it and install an older CAT product that fits pre 2004. But it would have to be a $5000-$10,000 coach. The issue, even before the DPF came along the C13 wasn't reliable. I had not thought of the Detroit conversion before, that's interesting.

PRICELESS

Walk away! Those were absolutely the worst engines ever made by any manufacture. This is one of many examples of those engines made with DPF's; https://www.dieselnet.com/news/2010/08cat.php

I'm confused. Bill it was in storage with either the water pump on or a live hose connection?

Nice looking coach and toad. Happy Trails!

Here is the service manual for the 450D. If you are not comfortable working around electrical i'd recommend calling in a professional. I will say that most of the diagnostics on these is done with the coach powered down utilizing an Ohm meter. Just don't forget to unplug the coach, turn off the inverter, and shut down the generator auto start (if equipped) while performing any troubleshooting. Service manual; http://www.aquahot.com/files/service_manual/AHE-450_Series_Service_Manual_REV_E.pdf Parts manual; http://www.aquahot.com/files/parts_manual/AHE-450-DE4_AHE-450-DW3_PARTS_MANUAL_REVISON_G_MAY_2014.pdf I recommend a google search of any part number you should find a problem with, part shopping can save you a few $$ if you do your research. I personally prefer Aquahot factory parts.

Merry Christmas Puff!

you would if its severe, if its minor it would be more pronounced with the torque converter locked and engine under load. If its engine related it could damage the catalytic converter from the miss fire, if transmission related its not likely other than the friction modifier in the transmission that doesn't belong could destroy clutches. Ford use to recommend a transmission service every 15,000 - 20,000 miles on severe duty (which is loaded heavy, plowing snow or towing). An RV in my opinion qualifies for sever duty. I'd have it flushed again at a dealer, ask them to show you the old fluid, also have them connect IDS and perform a "power Balance" test and see if any cylinders are cutting out. These transmissions were not equipped with synthetic fluids, you could have it installed but the lack of cooling capabilities and amount of fluid and poor filtration it would be a waste of money as it would still need to be flushed on a regular basis to remove the crud.

I'm with you on that! Doesn't make sense to do the job 2x. Below are the boots I have always used; https://www.napaonline.com/en/p/NDP7353589

Thanks Herman! I just went through this with Keons coach, took his almost 5000 miles of shuddering to turn the engine light on, and even then it was a “random misfire” code. His Fleetwood only took me a little over an hour to replace all 10 plugs and coil boots. I did find the culprit, one boot had a white dot on it where ignition spark was going to ground. Considering those boots were 19 years old he did ok. It was time for some TLC on the other 9!

His year doesn’t have tow/haul. He has OD on/off on the shifter. Tow haul came with the 5R110 only in the F series in the beginning. The 5R110 also could be used for engine braking, the 4R100 if you down shifted it to slow you down you would wipe out the coast clutches eventually. Changed many of them along with Torque converters and Pumps. I had them down to 3 a day, out, fixed and back in and done. Horse trailer people and camper people use to keep me very busy.

Rich, wrong transmission. The Torque shift or 5R110 came along a few years later. 2003 with the Diesel and gas somewhere around 05 ish. He has the 4R100 in this year, this was the altered infamous E4OD, (not a good reputation) that gave most heart burn. The 4R100 was introduced in the late 90’s as a fix to the E4OD, from the outside they look identical other than the transmission lines were 3/8 vs the older had 5/16 and the cooler bypass during warmups. Other wise they look identical, sharing the same transmission pan. that needs flushed with something like this; yeah, that’s in the corner of my garage

Carl, this coach has the same power train as the truck you texted me about yesterday.

Heres my take on this: That transmission was known for torque converter shudder, often caused by lack of maintenance or wrong fluid useage. They also had a problem with turbine chatter, which often made people think they had an engine knock. That engine was also known for coil issues, end result was the same with a shudder at low RPM under load will yield the same customer complaints. The friction modifier pictured above is for limited slip differentials, not transmissions. Most of us are familiar with that product when we have posi traction, you need it so when you turn corners the clutches in the differential do not chatter. Ford PCM’s back then lacked a lot of diagnostic capabilities, both root cause possibilities should illuminate either the OD light to flash or the Engine light to come on. In those years it had to be very serious before the PCM would notice it. If it were me, I’d have the transmission flushed with a machine, especially now that it’s fluid is contaminated with axle friction modifier and due to its age is just good maintenance anyway. I would make certain the proper fluid is utilized and not some “universal” transmission fluid is used. Right afterwards someone needs to operate it with the Ford IDS software connected and monitor all 10 coils on the graph to make sure none are dropping out. If so address those immediately. Given the age of the coach I’d replace all 10 plugs and coil boots. Especially since this year is notorious for stripping spark plugs. Getting them properly serviced now could save a lot of money in the future with a breakdown. Those coil boots were most of the root cause for coil failure, as they would crack or develop a hole and send the spark to ground in the spark plug hole.

Joe, should you want a tutorial on maintaining that coach take a ride up the coast to PA. I’d be happy to walk over the chassis and generator with you. We can even do the service together here, just bring your oil and filters, I’ve got the tools. You could make a list on necessary tools after completing the service if you do not already have them. I don’t recommend doing this until April. The weather and the caustic stuff on the roads will ruin that beautiful coach.

Is that part number XL-3?