10-22-2022, 03:24 PM
I lost my 50DN on my last coach. We were coming back from a rally in central Texas. We’d been plugged in for several days, so all batteries were as topped off as they typically got.
About 100 miles into the trip, I noticed the voltmeters (house and chassis) were both low. Looking at my engine ammeter, it was showing a discharge.
Starting the genny got things back charging and we came on home without further issue.
Since my DN had always leaked oil, I replaced it with an air cooled 330A unit from elreg. No more leaking and it always seemed like the ammeter spike that always occurs after starting was less in duration.
This was in a 12V coach- no 24V on that one.
My current coach has also lost it’s alternators, both with the PO and once with me. It originally had external regulators that were mounted in a high heat location that was not conducive to regulator lifespan.
It’s a split system, running 24V in some areas and 12V in others. It’s now running two 155A air cooled units with internal regulators putting out 24V. So far it’s been happy with this setup.
About 100 miles into the trip, I noticed the voltmeters (house and chassis) were both low. Looking at my engine ammeter, it was showing a discharge.
Starting the genny got things back charging and we came on home without further issue.
Since my DN had always leaked oil, I replaced it with an air cooled 330A unit from elreg. No more leaking and it always seemed like the ammeter spike that always occurs after starting was less in duration.
This was in a 12V coach- no 24V on that one.
My current coach has also lost it’s alternators, both with the PO and once with me. It originally had external regulators that were mounted in a high heat location that was not conducive to regulator lifespan.
It’s a split system, running 24V in some areas and 12V in others. It’s now running two 155A air cooled units with internal regulators putting out 24V. So far it’s been happy with this setup.
06 M450LXi 3 slide