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My new 2017 coach has been stored for about 6 weeks.  It is plugged into a 50A service and I don't know exactly how much fuel I had but if I recall, maybe somewhere around 1/4 tank or slightly less.  I thought I had the aqua hot turned off and my thermostats set at approx 82 degrees so I don't believe the generator had been running.

I just went to the storage to check things and put some items away.  I noticed a tremendous amount black soot inside the storage unit particularly in the back area. (Not inside the coach).  Additionally the diesel fuel tank was completely out!!!!  My assumption is the aqua hot was still running but if you have another thought please tell me.  

Also, when I can put about 10 gallons of fuel in the tank, is there anything special I will need to do in order to start the engine?

Thanks for any help or light you can shed!!!

Gregory

Have any of you ever replaced the Nylon/Delrin pads that the slide rides on? 

I found one reference where @"RussWhite" said one had to be replaced. 

I have two questions. Do you have a part number from HWH? And more importantly, does the room have to come out for the pad to be replaced? That's the biggie.

I noticed my salon side trim was not lining up on one end. Hmmm, investigation shows the pad is worn thinner on that end. Makes sense on the trim not lining up now. Not sure if it's worth taking the room out to fix an aesthetic. 

No, I haven't called Newell. It's early in the morning

Our coach has a single forward Girard awning.  This is the previous generation model that comes straight out, is integrated into the fairing, and uses the wind sensor to auto-retract.

We will be replacing the awning with two newer ones, because we prefer awnings that run the full length of the coach and because we want them to match.

If anyone might need one used awning that works just fine, please let me know.  It will be in Miami and available some time in the next four to six weeks.  It is painted black. It has the standard light-colored fabric.

hi all,

thought i would share what i did to rewire my hot rod for led turn signals.  

my front and rear turn signals worked, but the 4 way flashers did not.  

there was a large load resistor in the circuit that was getting very hot and in fact had a wire with insulation melted stuck to it under the dash.  

in the old school flashing circuits it is a mechanical flasher.  it takes quite a bit of resistance or load to make it flash.  when we put led's in, they have very little load since they are such low current draw.  so you have to trick the old flashers and some new flashers to work right.  

load resistors are a common cause of hot rod fires.  

so, i took out the load resistor.  it was hooked in parallel in the 4 way flasher circuit.  

i put new electronic flashers in both the turn signal and 4 way.  they have a dedicated ground unlike regular 2 pin flashers.  nothing worked.  

the old flashers are not polarity dependent.  electronic ones are.  so the pins were reversed on the flasher sockets.  i reversed the pins.  it worked right away but the lights were flashing strangely.  

it needed even more of a load.  so rather than a load resistor, i put in a common 12v relay in parallel in each turn signal circuit.  now it had enough load, and the lights flashed normally.  you say, huh?  a relay?  well, you just wire in the coil and dont use the rest of the relay wires.  when the turn signal comes on, it turns the relay coil on, and with that much load on the flasher, it worked normally.  

the relay coil does what the load resistor does only with zero heat and fire danger.  

the nice side effect is that the relays now tick when it flashes as the coil turns on and off, making the sound that the old flashers used to have and that the new electronic flashers dont.  

now all is well.  

a couple of lessons from this.  

1.  know how things work and check voltages.  that is how i found that the flasher power wires were not in the right place
2.  be willing to experiment.  everything worked properly with the new electronic flashers, but they flashed funny.  so that is when i experimented with putting the relay on the circuit.  


many of us have put led lights on our newells.  turn signals.  mine worked with the old flashers.  probably some of you have had to put load resistors on.  if i was you, i would try replacing that load resistor with a relay to see if that works for you.  those load resistors are nasty things that get really hot.  

later

tom

Quad slide, rear bath, front entry, dual couches in front, murphy bed in rear salon.

http://www.newellcoach.com/newell-coaches/coach-1448/

Does anyone know where the Allison HT-741 transmission diagnostic plug is located on coaches similar to my 1993?

I feel like I've seen others discuss driving without the alternator connected, but wanted to validate my beliefs before doing so for very far.

I have the setup where the small fan belt just runs the dash air and alternator. The clutch on the A/C is whining like a banshee. Tried to get it replaced before leaving Knoxville but they could not get one quickly. Also had them try to bypass the compressor with a short belt but the way the alternator is mounted, the tensioner doesn't really move the alternator further from the drive belt.

Long story short.... The screech of death from the clutch is absolutely horrendous. So instead of becomong the attraction at the park we were about to pull into, I removed the belt about 4 miles away from the park.

I was originally planning on putting it back on for driving, but it really is horrendously loud and I'd love to save the effort. We only have 2 more driving days (but lots of miles) before pulling into Camp Newell. So I was thinking:

1. Keep merge on when parked and plugged in.
2. Run the generator for some portion of drive time to keep house batts trickled up.

Paul, nice to meet you briefly tonight at Spring Lake RV Resort in Crossville, TN. Sorry you had some fan issues getting here. You have a beautiful coach. Good luck on your trip to Miami. Meet all the guys you can, they are all ready and willing to help you with any problem you may have.
We are pulling out in the morning, maybe we will get a chance to chat again before we leave.

Scott

Have been pretty busy last 6 weeks or so.  Wanted to let others know about our last trip out & what I have learned from the experience. You may want to get a cup of coffee before starting.
Had been thinking coach is due for service. Probably should schedule it with Stewart & Stevenson in El Paso.  (have gotten to be on fairly good terms with Pablo there after engine re-man issues were resolved).
Got call out to head  to CA for a few days. Note to self: will be a bit over due for service when we get back so schedule it for Monday when we get back.
Thursday: Load coach & head to PHX to drop grandson off at airport. Generator running just a tad rough on start up. Dry camped at Pilot in Eloy (a great place as they have RV parking on north side of building and we have NEVER not found a spot there). Head in to PHX ammeter charging high (70-80 amps) when first heading out. Did I forget to shut off marker lights? Park coach at one of my suppliers yards a few blocks from airport. Unhook toad & head to airport. I am thinking with unattended minor you just show ID's at ticket counter & they take him from there, so I leave Fran outside in "No Parking drop off only" zone. Very wrong! I was told I had to move truck to parking. Left grandson and my ID at counter & found parking after a loop around airport. Got back to counter, they said "after clearing security you have to stay with him at gate until wheels are on the ground". Since we were a couple of hours early, Fran could not stay in pick up in parking that long so we went back to coach & had breakfast. Took him back to airport with Fran staying in coach. Finally got out of airport only an hour late. Hook up toad & head on to CA.  Ammeter is reading a tad high again. West side of PHX on 10 CE & SE lights come on. Lookat ammeter, it is showing +/-70 amp discharge. Pull off on shoulder shut engine down and check diagnostics on VMSPC.  Shows "low coolant level high voltage". Check coolant level, it is at bottom of sight glass should be way over sensor. Limped on to TA truckstop so as to have some space out of traffic to work on problem. Called S&S in El Paso. Last time I had issues with the "low coolant level high voltage" they stopped after replacing 2 bad engine batteries. Pulled out load tester isolated & tested all batteries OK. Cleaned sensor connections, 1 1/2 qts coolant to get level to top of sight glass and all seemed OK. Went on to CA. Dry camped in Parker & made quick trip in toad back towards Quartzsite. Ammeter charging high but dropped back fairly quickly on way to Newberry Springs. Set up in RV park for 3 day stay. Got late start 4-5pm for journey to San Felipe (just north of ALB). Pulled into Love's in Williams, AZ around 11 pm very tired. Barely got parked out of everyone's way & went to bed. All of a sudden generator is starting to die. Thought "oh no, out of fuel" jumped up got dressed & ran outside. Tapped on generator fuel tank. Yep sounds pretty empty. Opened cross over valve between tanks to dump some fuel from main tank into generator tank & went back to bed. 15 min later generator is starting to die again. "not enough fuel in main tank to to run into generator tank" I am thinking now. Un-hooked toad which was in a bind because I couldn't pull forward with coach.  Had a truck in the way but thought "surely he will be gone before I leave" when I had parked.  Pulled coach to fuel island & filled both tanks. By this time I am wide awake so hooked up toad & headed east. Made it to Winslow around 4:30 am. Due to Fran's righteous living we found a pull through spot at Flying J as soon as we turned in. Generator lights had been flickering some on the way from Williams. Went to bed exhausted.  Generator was running rough up & down but still running so I slept through the rough spots trying to think what the problem might be.  Got up around 9am & made breakfast. Was a bit longer than usual as voltage would drop when generator lugged down. Stopped at Pilot in Jamestown, NM & they had a fuel filter for generator. Got it changed & drained water separator. Had a bit of gunk in separator. Left with generator running great again. As we pulled off freeway in Grants, CE & SE lights came back on. Pulled into Petro & wiggled some connections on DDEC. Sprayed electrical connection cleaner a bit. Working OK but will have S&S check it out on Monday. This is Friday btw. As we are heading home I get a call to go back to CA right away. Cancel service at S&S for Monday. I was able to get 30 qts 40w at NAPA in Deming 5 mins before closing. Ate dinner & got mail out of box & headed west on 10. Stopped at Petro west of Deming to get oil & filters changed. They said that corporate would only let them change wiper blades on RV's now. Note: we had to pick up grandson at airport in PHX at 12:30 pm sat. Stopped at TA in Wilcox with some trepidation as I had had tire issues with them about 3 yrs prior.  They said they had 3 jobs ahead of me but another tech was coming in at midnight and should be able to get me out in a couple of hrs. Plenty of time to make it to PHX. I took a nap until they had me unhook & pull in bay about 12:15am. I know to always watch & keep an eye on service folks just be sure what's going on. I went to lounge to get a cup of coffee no coffee pot so I made a pot in the coach. Generator still running great. Went out to check on service with coffee in hand. Too late! Tech tells me transmission pan plug was leaking, " not sure how long it"s been leaking sir, but you need to keep an eye on it" . He added 2 qt ATF, still not up to add mark but that was all he had in shop. Had them drain air tanks while they were working under coach. When finished they said " we'll spot you coming out of the bay". Put it in gear inched forward a foot or so. I asked " did you pull wheel chocks?"  "Yes" was the reply. I said "I'm not sure what the problem is then. It pulled in under it's own power. Maybe when you drained air tanks a brake is locked up". They said " I think you need some more ATF but we can't transfer it from the store". I went to store & bought 4 qts. Still not up to add but now coach would barely make it out of the bay. I had to go across freeway to Circle K & buy the last 4 qts they had. Now it's just a tad over full mark. As we headed out Fran said "what is that noise?" I said "I don't hear anything I think we're good". As we hit on ramp at +/-3am, a horrible GRRRRRRR erupted from under the console area. I hit flashers, next exit & went back to TA. A bit upset & flustered by this time.  I had the tech come inside to hear the noise. "we didn't do anything to the generator" he said. I told him perhaps they had knocked muffler loose. Slid generator out and hear growling. Shut it off, still growling. By this time I am wondering in NAPA had given me a few qts of something other than 40w and the tech didn't notice and now 8V92 is about to crater. As I was sitting in driver seat I turned off dash air and viloa! noise is gone. Have had an intermittent noise from dash air for a while now but not time to pull it apart to fix it. Still doesn't explain 10 qts ATF though.  Exchanged pleasantries and went to PHX. Picked up grandson & headed on to Newberry Springs. Got in around 11 pm. When plugging into shore power noticed red "fault" light on on Xantrex II charger. Went to bed. In the morning got out Xantrex manual & saw that it was an "internal fault code". Instructions said "call Xantrex" . I had experienced this before & at that time tech asked me" did you do a hard re-set?"  I said "no it says to call Xantrex. Nothing about hard re-set. What is that?" " Just unplug it and disconnect from batteries for a couple of minutes then reconnect" he said. Worked great, so this is what I did again in Newberry Springs with success. Trip back home on Mon was uneventful.
Here is what I have learned and think: The generator had been having some issues due to plugged fuel filter before I noticed it. The resulting low voltage caused the Xanterx II charger to shut down. Because I was in such a hurry, I did not take time to actually look at charger lights when hooking up shore power on first stay in Newberry Springs & San Felipe. The resulting drain from the house batteries cased the high charge rate on ammeter.  This is most likely also the issue with CE & SE lights from "low coolant level high voltage" codes.  Had I gotten coach serviced when it was originally due instead of slipping it, generator fuel filter would not have started the cascade of issues.  The coach would not have had 10 qts ATF drained by mistake either. I need to be a bit more proactive and observant when getting work done at an unfamiliar shop. Or even more so at a shop that has proven to have issues in the past. Have never had ATF on back of coach, on front of toad or under coach, so pretty confident they pulled wrong plug & tried to cover it up with BS. Last but not least, don't get in too big of a hurry so as to gloss over things that need to be checked & taken care of.

I have coach 599. My 110 air compressor is giving me problems. When outside temps are cold, the compressor will not build pressure; it will run constantly. Any ideas?

Also, my 12v compressor will not kick on at all. In fact, I don't even know where it's located?

Thanks in advance. 
Bryan