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Hey guys ,
just thought i would let you all know i have an 02 Newell 45 on ebay . its only got a few days left , but its a gorgeous coach ! - and hopefully someone will win it that appreciates these as much as i have in a very short amount of time .
Steve 541-647-2922
http://www.ebay.com/itm/281718734726?ssP...1555.l2649
plus there is some videos of it on youtube

Gang,

The 120V air compressor has been a mystery to me.  I have followed several threads on gurus and that has helped me a lot, but today I learned more by taking it all apart and putting it back together.  In the process, I found a hidden bug and now will be far less intimidated.  

Before I tell you what I learned, I want to ask a question....

When the compressor shuts off due to it reaching the high threshold on the pressure switch...there is a solenoid controlled normally-open valve that is de-energized thus releasing pressure on the compressor.  Why would we not use an integrated pressure switch that has unload built into it? For example...Square D pressure switch

The external solenoid based "unloader" works fine, but is expensive ...and... at least for me has been trouble prone.  I have had two blow up from freezing water.

Here is what I learned today.  

1.  The hot leg to the compressor is switched via a relay that in turn is controlled by (at least).  The switch on the galley control panel needs to be "on".  Next, the pressure switch needs to be in "Auto" and the pressure in the system needs to be below the high cutoff set in the Square D pressure switch.

2.  The "unloader" solenoid is wired in parallel with the hot wires of the compressor.  It is normally open and is energized when the pump is running allowing pressure to go to tank.  Once the compressor shuts off, it is de-energized and vents off any pressure so that the pump can easily start next time.

3.  When I took the grey box that holds the AC relay apart, I found a loose connection and a seriously deteriorated spade connector.  (Incoming 120V hot wire) I don't think it had started causing trouble, but would in the future.

4.  I stole Tom's idea of putting a nice vibration mat under the compressor.  Wow!  what a difference.  Now there is virtually no compressor noise inside the coach.  Thanks Tom!

5.  This falls under the duh category.  But I will post here cause it was not obvious to me.  When you turn off the compressor at the galley switch.  All you have done is to remove 12V from the low voltage side of the 120V relay.  In other words, there is still hot electricity inside the grey relay box.  On my coach the breaker to turn off AC power to the entire compressor bay is located in the basement just in front of the water bay.  If you work on your compressor, do yourself a favor and turn off the power. 

6.  This may be the most important lesson of the day....Before you start a project, read up on gurus and see if you can understand what folks that have walked the trail before you have encountered.  I read about Tom's, Larry's, Richards, Chappel's,  Marc's and others experiences.  That got me ready to go.  But in the middle of the project, I got frustrated cause something was not coming apart the way that I thought it should.  That's when I got into a "Richard" state of mind and told myself....slow down....before you call Richard....think...what will he say?  Funny thing is that I channeled my inner Richard and pushed through to a solution that was better and less work than what I was trying to do.  

So thanks Gurus for breaking in the moccasins.  They are so much more comfortable after you have walked the path in front of me!

Cheers,
bill

ps.  If I have something wrong, don't hesitate to correct me!  

Hello Gurus,  

We have had enough people have issues with page loading times, timeouts etc that we have changed hosting servers yet again.  At least for me, it has made a difference, but i hope that for those that were having issues that it is better.  

the symptoms were all over the place and some people had little to no issues, and others could hardly use the site.  

Scott, moved the forum last nite and it might take a day or so for the dns servers around the world to catch up with the change.  i could get on the forum just fine this morning.  it was alot faster for me.  

so, i really want your feedback so we can know if it made any difference in page loading times, less page timeouts etc.  

regards,

Tom and Scott

Hello I am a used RV dealer. I purchased this coach in Florida last month from another dealer. I personally drove it back to Socal 2500 miles with no issues. I plan on using this as my personal coach for the summer then selling it. Just replaced all 8 tires with new Falkens. Also engine and generator oil and filters replaced. All 3 bay mounted a/c condensing units have been replaced. 2 new lcdtvs along with sattv antenna and 4.1 sound bar with a dishhd receiver. Previous comments on this coach have mentioned exterior leaks which have all been addressed. Drive axle seals replaced. Has 6 8D coach batteries and 6 75 watt solar panels. Currently listed for sale on ebay and rvt.com. Please contact me if you are interested.

Ryan
1995 Coach 383 45' raised roof
Menifee, Ca

Ernie had posted some time ago that he was having difficulty with NewellGurus being ridiculously slow when he was using a Verizon mobile connection.  I was using a Verizon MiFi unit for the past week since I don't like the insecure wifi connections in hotels.  I experienced what Ernie was talking about.  Sometimes a page on NewellGurus would load quickly but most of the time after viewing a couple of pages, it would almost slow to a stop.  I was getting a 4G connection and most other sites seemed to be working without significant slowdowns but I experienced page loading lapses that I had never experienced on my home Time Warner Cable connection.

Not sure what was happening.  It almost appeared to be a DNS issue as the requested page would display in the lower left corner of the screen but it just didn't want to load.  I was using an Acer Aspire/M laptop with an Intel i5 processor with 6GB ram and a 500 GB hard drive (unfortunately running Win 8.1).

Second trip since the re-gearing; headed out to Black River Falls WI for an extra long weekend tonight. 
I had a brisk headwind the entire way back from Crystal Falls, MI, about 300 miles, over Memorial Day weekend, I didn't see great mpg, we'll see how this one goes. 
It's now turning 1,800 rpm @ 70, good power, egt and coolant temps were much better. 
Might be room to turn up the fuel a bit.

I'll be sitting lakeside with a beverage for the next few days...


Scott

Now on RVTrader.com at a reduced price of $790,000.

http://www.rvtrader.com/listing/2010-New...-114884830

http://www.rvonline.com/single-ad.asp?Recnumber=65221

                   
Any ideas?  pic 1222 has 2 pieces of hose from Primus reservoir and chunk of fan that was on battery cover.  The tires shred road debris on right side is what I picked up on highway as I was driving up to S&S.  The guy there told me he thought maybe I had sucked up some road debris to cause failure.  I picked up shreds for illustrative purposes.  1223 is remaining hose on side of shroud. 1224 is empty bracket below remaining hose. 1227 note markings in dust on shroud. 1224a worst of blade damage.  Any thoughts on the forensics?  When I got coach back from El Paso there was a concern mentioned by manager about this very hose.  It was supposed to have been secured.  Any thoughts on fair settlement of costs?

I have 3 separate split A/C systems on my 93 coach. It appears the one with the evaporator near the entry door has failed. The local service tech has determined the existence of a stoppage somewhere between the fill valve just downstream of the condenser and inlet to the compressor - he is guessing it's in the evaporator, but it's just a guess.

My question is: does anyone know the BTU capacity of these units? And has anyone any experience redoing a failed one, and if so, could you provide the details of what was done and what the parts source was?