Breakdown Information

[Badeye]

Moderators Note: This thread is intending to report a problem and its resolution. If you are seeking help or information to help you resolve a problem you would best be served by initiating a thread on the class A forum proper

After some conversation with Diesel-Lover and others on this forum I thought I would try to start a thread concerning breakdowns on the road. We try to prevent this by good maintenance and driving reasonably but it can still happen. As I observed in a previous post, on a roughly 350 mile northbound drive on I-75 I saw 4 class A MH broken down. All were southbound.

If we should have a breakdown and would post the following information on this thread it could be a resource and reminder for others.

RV particulars:
Driveline (Engine, Transmission):
Miles:
Year:
Break Down Description: (You can add any description of the problem here that you think would help others in understanding the situation and problem.)
Symptoms:
Effect:
Cause:
Outcome:

This is the type of information that is recorded in the aircraft industry and other maintenance activities to track failure trends. It will take a while before we see a lot of value in this. If it continues for a time and sufficient data is available, I will analyze the data and put it into a form that I can send by email to any interested parties. I would suspect that an initial report could be done in about three months or when we have about 100 to 150 cases.

What do you think?

[golfergo]

RV particulars: Dolphin LX, 6355
Driveline Workhorse 8.1 Vortec, Allison 1000
Miles:14000
Year:2002
Break Down Description: Brakes freezing up,burning brake pads. Rt front at 8000 miles, RT rear at 8500 miles, L front at 12000 miles, L rear at 14000 miles.
(Symptoms:Coach pulls to one side, strong burning smell, wheel covers too hot to touch.
Effect:Towed to nearest Workhorse facility, Loss of use of coach for about 1 month total.
Cause: No plausible explanation from Workhorse.
Outcome: All brakes finally replaced, pads, calipers, rotors.
Coach is still in shop waitin for parts for the last event

[bill_fontana]

RV particulars: Southwind 32v banks
Driveline ford v10
Miles:36,000
Year:2002
Break Down Description: (You can add any description of the problem here that you think would help others in understanding the situation and problem.)
Symptoms: heard something dragging
Effect: pulled over at nearest wide place
Cause: safte-t-plus bracked broken
Outcome removed entire assembly and continued on trip. when I got home returned to purchace place, they repkaced bracket and reinstalled unit (no charge) As you can see from previous posts that the dodge d250 and 5th wheel trailer were sold for MH

[bill_fontana]

RV particulars:dodge d250
Driveline front end
Miles:150,000
Year:1992
Symptoms: growling noise at right front tire
Effect: difficult steering
Cause: wheel bearing disentigrated
Outcome replace complete right wheel assembly including brake

[bill_fontana]

RV particulars:dodge d250 5th wheel
Driveline rear end
Miles:125,000
Year:1992
Symptoms:growling noise while making right turn
Effect:towed to repair facility
Cause:rear end gears broken
Outcome /replace rear-end

[bill_fontana]

RV particulars:
Driveline (Engine, Transmission):engine
Miles:75,000
Year:1992 dodge D250
Break Down Description: (You can add any description of the problem here that you think would help others in understanding the situation and problem.)
Symptoms:engine quit on freeway
Effect:dead had to coast ot shoulder
Cause:fuel shut off valve malfunction
Outcome replace fuel shutoff valve

[CaptEd]

RV: Holiday Rambler Navigator
Cummins M-11 (450HP)/ Allison HD4060 (6-spd WT)
60,000 miles
1998

Breakdown: THREE in One Month!
Symptoms...
1) The day after taking delivery, drove 450 miles and engine began bucking and stalling and finally slowed to 10 mph and quit.
2) Drove 450 miles and engine would not restart after stop.
3) Drove 450 miles and engine began bucking. Engine would not restart after stop.

Effect...
Unable to get engine to operate normally.

Cause...
It was assumed to be dirty/clogged fuel filters. After changing filters (both primary and secondary) twice to no avail, on third failure, fuel pressure checked across Winn/Racor secondary fuel filter system and 25inHg restriction noted (almost a total vacuum). Bypassed third party fuel filter and engine has operated fine since.

Outcome...
Winn/Racor fuel filter system is third party system and as such, will not be repaired by Cummins. Cummins maintains that primary fuel filter (FS-1000) is sufficient and additional filter system unnecessary. Removed Winn/Racor system and disassembled. No obstructions found.

[Bud1]

I got my OBD2 autoscanner at Autozone for 149.99. Good investment!

[ocman]

We have broken down and used the towing services on our Insurance. We found out how much it cost $700.00 for 100 miles. Our part was $300.00
The only good part of the tow was our MH was home in the driveway after the tow. It cost $45.00 for the repair. I guess you life and learn

Ocman

[mr__ed]

Last year, I had an alternator go out while enroute to a campground. I keep a close eye on my gauges when I travel and I noticed the amp gauge was much lower than normal. Since my mobile mechanic doesn't live too far from the CG I was enroute to, I decided to try to make it to my destination (while on a Los Angeles freeway, no less!).

Well, about a mile from the CG the engine started to die and I knew the voltage was getting too low to sustain it. I just barely managed to pull over to the side of the freeway and called Good Sam Emergency Service. While waiting for the service to arrive I had a brilliant idea. I got out my jumper cables and connected the coach battery directly to the start battery (very carefully, of course). This arrangement gave me enough power to make it to the CG (the Good Sam driver followed me to be sure I would make it). The next day, my mechanic came to the CG and installed a new alternator.

I was grateful that the breakdown happened when and where it did. I could have been out in the desert somewhere and would have had to be towed to an unknown repair shop for service. I much prefer my personal mechanic 😉

[trvlr]

Broke down I75 Georgia Florida line Jan. 2004
2001 Dutch Star 13500 miles 330 Caterpillar Diesel, Allison 3160 6 speed transmission 40' coach. Problem(s) started with noise from rear of coach , hard steering, loss of hydraulic fluid. ended with overheating,hard steering, low oil pressure, engine oil all over rear of coach, and being TOWED.Part of the hydraulic pump, which is driven off air pump, sheared off causing a total hydraulic failure, and the fittings on the power steering unit on the front axle were leaking. It would not leak at idle or sitting. Prior to total failure Called Freightliner several times and Freightliner service centers and described in detail symptoms, drop in oil pressure, increase engine temp, hard steering, and was told it was O.K. to 'limp' into a service center. Of course this started Friday nite and the service centers reasonably close to me where not open on weekends. As the warranty, 3 years 150,000 miles, expired June of 2003 Freighliner nor Caterpillar claimed any liabilty. Newmar has been NO help.

[bildan]

I have been scanning the posts in this thread and I haven't noticed anyone using an OBDII scanner. You can buy them for less than $200.

I always carry an AutoXray ODB1&2 scanner with me along with a factory shop manual. The scanner will tell me pretty much exactly what is wrong. I may not be able to fix the problem on the roadside, but I can be sure what the problem is so I won't be ripped off by the repair shop.

[Colette_and_Joe]

2001 Travel Supreme 36KSO1
Spartan Chassic Cummins 260 ISB
Allison 5 speed

1. 2 rear blow-outs , had spares
2. Engine fire.
Cause; 2/0 copper to gen-set shorted out between gen-set and frame.
3 Engine; Started engine after 28 days of nonuse. Service engine light
came on with audible alarm, 1min. later red blinking engine light came
on,30 seconds later engine shut off.
Coolant level sensor was to blame, because plastic type sight bulb in
overflow tank from radiator cracked and allowed coolant to spray out
untill 2 gal. tank was empty. Unplugged sensor to restore engine power. Replaced plastic with metal plug. Added coolant in 2 gal. tank
to bring everything back to normal.

[ymi]

RV particulars:
Itasca 35U
Workhorse W22
Driveline (Vortec 8.1 L, Allison 5 Spd):
Miles: 3817.5 at time of breakdown
Year: 2004
Break Down Description: Yellow "Check Engine Light", and "Reduced Enging Power" message on dash --- should read" NO ENGINE POWER"!!!

Symptoms:
Absolutely not enough power to do more than roll to a stop. Engine was clattering - shut it off and called Workhorse - they arranged for a tow. It was Dec 23 in the afternoon so we were ruined as far as rthe vacation went - dealer couldn't look at rig until the 27th. Towed us to a KOA where we spent Christmas.

Cause: Diagnosed as a loose plug on the throttle position sensor
Outcome: They checked it with the computer after reinstalling the plug and said it was fine - worked all the way from Charleston to Florida ----------- then crapped out again!! Next dealer spent 7 1/2 hours diagnosing the problem and came up with the idea that the throttle position sensor was bad and needed to be replaced - of course they didn't have one and it was going to take 5 - 7 days to get!!!!! It took SEVEN. I am still fuming that parts would take that long - someone is yanking my chain but the rig now runs well - all the way home to Pennsylvania with out any engine problems other than the fact that it must be running rich - less than 7mpg and only pullng a 700 pound motorcycle trailer - I got over 7.5 pulling my Ford Explorer to Michigan over Interstate 80 in Pennsylvania. Oh well - have to wait and see what my local dealer says - just got home yesterday...

[jimraysr]

Great advise. I would not think to check for an "alternator fuse" can't say I have ever seen one. What size was it?

Jim

[jntrox]

On out trip out West in 2003, my Flair M/H started sputtering and losing power, a quick look at the gauges indicated that the battery voltage was very low and going lower all the time. It was getting late in the day and lucky I was at a near-by exit and able to pull off the road to a safe place.
My first thought was that the alternator went out, so I pulled it and my weak battery from the M/H, disconnected the tow and proceded into town to look for a NAPA dealer which I found. I asked them to check out my alternator which they said was bad. Not having one there I left my battery to be recharged and went pick-up an alternator at another NAPA store.
Back at the M/H I reinstalled the battery and the Rebuilt Alternator, started the engine and wola, the battery wasn't charging. Drove the m/h with the newely charged battery to the NAPA store to get there before they closed, pulled alternator and had them check out the rebuilt unit. They said it too was bad! Asked him to check out another unit in his store and he said that it also checked out bad! Evidently he didn't know what he was doing with the tester. Asked him for the nearest Chevy dealer address and went there to have my system checked out.
The Chevy service shop had closed for the day. Spent the night in an adjacent parking lot. The next morning I asked the service tech to check out my charging system, he too said that the rebuilt alternator was bad, he order me a New Delco unit. I removed the rebuilt unit to return it to NAPA for credit and installed my old unit back in. Well after a few hours the New Delco unit came in, wrong size, he reordered another unit (2 hr wait).
In the mean time I looked in my Chevy shop manuals I keep in the M/H and it said to check the Alternator fuse, well I could not find any fuse labled Alternator, I continued to check all fuse( A Bunch) and found the "Instrument panel" fuse Blown, replaced it, started the engine and the old alternator was working fine, told the tech and he said he would cancel the order for the new alternator because he said if the old unit works it would be a waste of money to replace it. He also said that there would not be any charges! Maybe because I found my own problem?
Funny how they all said that the alternators were bad! Makes you wonder about the knowledge of the service techs out there.
I guess if it would have been earlier in the day I would have found the blown fuse sooner.
The moral of the story is to always check all the fuses first.