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?

[Badeye]

Quixote,

Just for your information, the sensor that supplies the information to the dash is not the same sensor that goes to the ECM. I did not realize this till I had a problem with my sensor that goes to the dash guage.

[Quixote]

RV particulars:
Driveline (Engine 300HP Cummins ISB, Transmission Allison 6spd, Freightliner XC chassis, Damon Ultrasport 2002):
Miles:approx. 5000
Year:2002
Break Down Description:
Symptoms: red "stop engine" light display on dash.
Effect:No physical symptoms with driveability of vehicle (all gages showed o.k.)
Cause:engine oil pressure sensor failure, causing signal to be sent to engine ECM indicating low oil pressure. Problem apparently due to rear-engine vehicles running warmer.
Outcome:problem known to Cummins Engine. Vehicle towed to Cummins dealership for replacement of sensor and wire harness, and recalibration of ECM software.

[Journeyman38]

What kind of rack are you useing to support that hog?

[liljoe]

Break Down: Tranny would not shift or even realize it was in 1st,2nd or Drive.

Vehicle: 94 Ford F250 7.5L E4OD Trans

Actual Problem: 16.00 vehicle speed sensor

Ford has these vehicle speed sensors on many of the electronic trans trucks and if the vehicle has no idea what speed it is going because the vehicle speed sensor is out to lunch, the transmission has no idea what speed it is going, when to shift or even what gear to be in.

Symptoms: I thought for sure the Tranny was gone. Vehicle wanted to start in Drive gear or even 2nd and not shift or extremely hard shifts.

It is worth every penny of 16.00 to purchase this little plastic part and throw in your glove box for that one rainy day. I have a new one in my glove box right now. Don't leave home without it.

[Trablyn]

RV particulars: 1998 Monaco Windsor
Driveline (Cummins 6C 8.3 300hp Turbo Diesel: Allison MD3060 6-speed WT):
Miles: 15,714 and at 32,662
Year: Sept 1998 and Jan 2001

Break Down Description: Three episodes of discovering that 12volt system was not functioning. The first experience was a Newbie "Duh", and turned out to be the doorway 12v disconnect switch being bumped (and switched off) while unloading after a trip. The two noted above were a result of equipment failure.
Symptoms: All 12v electrical inoperative.
Effect: house lights, thermostat, appliances, etc., without power
Cause: failure of continuous duty solenoid located in main automotive panel.
Outcome: first failure replace under regular warranty, 2d occurrence covered under extended warranty and fixed using an upgraded heavy duty solenoid. Work was done by my RV dealer.

[jeff_peters2001]

Where to begin, Well two different Motor Homes;
1998 Dolphin 36ft Chevy 454.
Towed twice, Both times were fuel pump problems. The large Chevy Truck dealer failed to keep up with Service Bulletins and a small town car dealer instantly knew what was wrong. The in tank electric Fuel Pump assembly needed to be replaced due to a connector that was too small and overheated causing a poor connection. The large dealer kept changing the Pump only and the plug was located 10 inches away at the top of the tank.

1999 DS DP ,Freightliner, Cat 300.
After getting fuel and getting back on I95 in Georga, I lost power steering and then the Check engine light came on. Pulled off and found that all of the PS fluid (Dextron III) had been lost. Fluid was all over the ground and the front of my toad. Cleaned it up a little and called Freightliner for help. The tech. said that there was a recall for the PS fluid filter. The system would develop pressure spikes from the side radiator fan cutting on and off. These pressure spikes caused the filter gasket to blow out. Freightliner suggested that we bypass the filter assembly until they sent me a kit to repair the problem. We found a hose shop that had a fitting that we used to bypass the Filter base.
The repair kit was a capture air tank that allowed the pressure spikes a place to dissipate the energy.

Freightliner did not use the PS fluid filter in my new 2002 DS motor home, may less is better.

Jeff

[JR_PM2]

A early Saturday morning stopped for fuel in Texarkana. RV pump would not work had to use the car pumps and some Mexican nationals haluing car poited out to wife that the LPG tank did not look right. The welds on the rear bracket had broken and all that was holding it was the hose. The car haulers got out their own chain and chained it up. Roadcare could not find any one open to either fix or tow. we moved from pumps and disconectted the toad. We went to Home Depot and bought more chain because the fron welds were cracked. Spent the weekend at a local campground and Monday morn Shady Pines RV put us ahead and rewelded the beackets.

[jim919]

I had a problem with my 95 Safari, Cummins 300. It would run fine for 500-900 miles, or sometimes only 2-3 miles than when I would come to a stop,it would loose all power and black smoke would pour out of the exaust . I was towed in twice and nothing could be found. We changed filters and it would run fine for a while. Well to make a LOOOONG story shorter. This was over a 15-18 month period. It finaly acted up and stayed broke. The villian was a sticking electric/neumatic valve controling the exaust brake. When it would act up, and when I stopped and changed filters or was towed in it fixed itself by leaking by. Thank goodness it finaly stuck and stayed closed. Hopefully this will help someone down the road.

[danbcou]

Hello a bit of a back yard mechanic but i know of a sensor called a map sensor its job is to stop fuel distribution in the event of an accident the sensor is a small ball bearing situated in a small contact zone but with a jar i dont know the physics or force needed to dislodge this bearing but when this happens electric power is interupted to the fuel pumps Its posible that the jolt caused the sensor to hickup the sensor is usualy mounted on the fire wall under the dash board

[CaptEd]

See previous post of 2/7/04

UPDATE:
Coach wouldn't start two days ago. Temp had been in single digits again, but slightly above freezing.... snow still standing.

1) Had noticed considerable sucking sound and "beer canning" sound of fuel tank when re-fueling, but wrote it off as just normal for non-vented tank. (I just bought this coach, so had no history to compare it to)
2) Drained Fuel/Water Filter (FS1000) and had long sucking sound before fuel drained. (Very little water)
3) Started engine, but it quit after running about 15 seconds. Would not start thereafter. Spent over 3 hrs trying to troubleshoot until batteries drained and had to call tow service.
4) Cummins service found fuel tank vent plugged. Vent line (1/2" hose) runs down below compartment (Curbside) where it is vulnerable to road debris, water, snow, etc. Engine started and no other problems found.
5) Theory was that the vacuum formed in fuel tank from plugged vent allowed air to be drawn into fuel filter when petcock opened to drain water. This allowed all the fuel in the line to be sucked back into the fuel tank, leaving the line full of air. Unable to prime the engine (Winn/Racor electronic air purge was bypassed due to suspect in former problems) so the engine would not start, and batteries ran down in unsuccessful attempt to draw fuel.

Monaco tech service says they have very few reports of this causing problem to other Navigator owners and continue to use this same venting on current models. They offered no solution, and have made no re-design of venting system. Comment was made that the fuel vent line was more than likely plugged when delivered by dealer and has been the cause for all four breakdowns.

Cummins technician suggests removing fuel cap before draining FS1000 in the future, and if difficulty starting engine, especially if vacuum present at fuel cap.

I re-installed Winn/Racor system (after having disassembled unit entirely and establishing the fact that there was no obstruction to fuel flow). Air purged using electronic panel (fuel line opened for this procedure) and engine started with no problem.

From now on, any vacuum found when removing fuel cap will be investigated.

NOTE: For owners of older model coaches with Winn/Racor fuel filter system requiring Racor 200200 30-micron filter, this filter is obsolete and supplies are almost (if not) gone. An upgrade kit is available to replace this with another filter/water separator bowl that is readily available. You can specify an aluminum or plastic see-thru bowl. The spin-on filter can be separated from the bowl and replaced at a much lower cost than the 200200, so the recovery of the upgrade kit cost is quick.

[mbger]

Since getting rid of my old class A Seabreeze I33 on a 460 Ford, I have had no breakdown problems. No fuel pump (in the tank) failures, no transmission rebuilds (total of three trans in 34000 mi), no Dana rear end failures, and no power (until I put on a full Banks). All the while towing a Suzuki Samuri or Jeep Wrangler. And I dealt with this problem for 9+ years!

2002 Fleetwood Expedition 34M, 300 Cummins w/Allison 6sp. The chassis, engine, trans...Outstanding. Fleetwood...very iffy quality control, but good concepts.

The best way to avoid breakdowns... new tires every 5 to 6 years regardless of mileage!!!

[madmtbiker]

Although this was a couple years back when we had a Class C, it's worth noting here...

RV particulars:
Driveline:(Engine, Transmission): Ford 460V8, ?
Miles: Approx. 67000
Year: 1985 HR Alumalite

Symptoms: Died suddenly while on freeway as if ingition was turned off.

Effect: Tried to restart but it wouldn't until after a few minutes. After it started, traveled another 10-15 miles and the same thing happened. This went on for the entire 110 mile trip (one way).
Got to a auto parts store and they said it's the coil. Replaced it and it still failed.

Cause: Turned out to be the ignition controller which was mounted on the firewall. A thermal problem was causing it to short.

Outcome: Replaced and never had the problem again.

[jntrox]

Hi Jim:

The fuse was a 20 amp automotive type.

I think it blew that morning when I tried to start the generator, I don't remember the sequence that took place to blow the fuse, but it never happened again yet!

At first I was concerned as to what blew the fuse, then I remimered that something happened that morning.

I now have the fuse labled in case it happens again.

Thanks

Jim T

[mbwalshmpls]

Vehical is a 1979 Georgie Boy , Dodge 440

Problem - Transmission over heat.

Bought the MH from my parents last year. While driving through the UP of Mich I saw a lot of smoke coming from under the coach. Checked it out and found that transmission fluid was running from a relief in the front pump and dripping onto the exhaust. Fluid was very low. Kept adding tillcould get into a town where I could have it checked out. Also notices that the temp gauge was showing below normal operting temp and the cooler was cool to the touch. (This transmission had been replaced about 2 years prior following a catastrophic failure of the original.) When I got to the transmission service company they dropped the pan and only found very burnt fluid, no metal to speak of. I asked the to back flush the cooler lines, they got a big load of junk out. Everything worked great afterwards. Temp gauge acted normal and trannie gave us no more trouble.

My assumption is that the service company replaceing the transmission DID NOT flush the cooler during replacement causeing a bad overheat and excess pressure condition when under heavy load such as uphill pulling a car on a dolly.

Something to think about when getting major service.

[SteveRit]

RV particulars: 85 30's Southwind
Driveline (454 Chevy P30 chassis:
Miles:64k
Year:1985
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: Driving along, by Salton Sea in California all lights go out, no lights no signals. Engine still running
Effect: Can't see to drive, spent rest of night on the side of the road, then drive to town
Cause: Fusible link by starter
Outcome: Get link replaced and problem solved.