hweyrich@wowway.com

We're looking to relocate the satellite receiver from the front of our 2008 Diplomat SKQ to mid-coach.

Plan would be to run the coax down into the cabinet to the left of the TV location as in the clip.

Has anyone done this and if so, any clue as to what is in the ceiling space?

Would anyone have information/part numbers/manufacturer on 2008 Monaco Diplomat marker/running lights?

Looking to replace them.

What we have is two-wire.

Thanks all.

Harald G. Weyrich

1 hour ago, 96 EVO said:

Pac brake, (if your engine matches your owners manual 😉).

You will want to find someone who has the same. My 07' built 400ISL has the exhaust brake integral to the VGT.

Understood.

Thank you!

44 minutes ago, 96 EVO said:

Hmm, black engine with a DPF. 

Does it have the flapper valve exhaust brake, or is the brake part of the VGT (turbo)? I'm thinking there will be differences in the ECM depending which you have.

Exhaust Brake: 

Thanks 96 for getting back to us.

It's all black.

Monaco is a 40 SKQ with 400 ISL.

By DPF, are you referring diesel particulate filter?  It has one.

Still have no resolve on this issue.

Does anyone out there have a 2008 Diplomat and if so, the downloaded ECM codes?

Any help would be appreciated.

Thanks.

18 hours ago, Frank McElroy said:

If your previous mechanic used Insite software to connect to the old ecm and it connected, ask him for an electronic work order file.  This file has your parameters and he can read them without being connected to the ECM.  A new file is automatically created every time an ecm is connected to Insite.  If the mechanic didn't use insite or routinely deletes work orders well your out of luck.

Hi Frank:

I called him yesterday to verify the change out and all he could do was cry about having put in the new ECM at his expense.

He did not bother to download the software from the old unit so we're in the "out of lick" category as he sent it back to collect the core charge.

I try to be very Christian about his performance.....

Five-Star is confident they can get it from a similar unit and with 11 locations, it may not be too difficult.

Thank you.

On 7/18/2020 at 5:00 PM, Frank McElroy said:

Normally when changing out an engine ECM, if the Cummins Insite software can connect to the old ECM the first thing the software does is to automatically download and store the ECM parameters onto the laptop computer. 

This file is used to upload to a new ECM.  The problem comes in when the old ECM is dead or an inexperienced tech "looses" the original work order where the parameter list is stored or just doesn't know how to reflash a new ECM with the original electronic parameter set.  If that happens then one needs to get a file from another coach with the same drive train or manually enter parameters such as tire size, rear axle gear ratios and option for engine braking, cruise control etc. 

It's best to keep a copy or your ECM file with you.  The next time a shop uses Cummins Insite software they can generate a print file for you or better yet, download the file to a thumb drive that can be used by the Insite software to reflash a new ECM if ever needed.

On my 2008 ISL the complete engine ECM file showing full engine use history, DPF Regen history, drive history, abuse history and parameter list is over 50 pages long.  This is a great report to review if you were to ever buy a used coach.  It gives a huge about of engine history that most folks wouldn't know existed.  It's basically a black box on engine use/abuse history.

Thank you Frank.

Apparently my previous mechanic did all he could to make life as difficult as he possible could and made no effort to update the ECM before sending the old one back to collect the core charge.

We'll definitely make it a point to collect and retain the correct info when FiveStar gets it all together.

They are looking to see if they can get their hands on an identical unit to scarf up the parameters.

Hope all is well and thanks.

On 7/18/2020 at 7:09 PM, jacwjames said:

When I bought my coach back in 2008 the first thing I did was take to the Knoxville Cummins shop for a service and complete inspection, I asked him to check for codes etc.  I knew the manager and he took care of me, he checked for codes and also provided me with ECM file both printed and downloaded it to a CD.  I carry it with me, cheap insurance.  

The coach was a repo I stumbled on down in Florida.  It came with the packet of manuals but no maintenance records.  When I inspected it I couldn't find anything wrong but wanted a complete service and inspection to have a starting point.  When Cummins was done the shop manager went over the information and told me the rig was "Cherry" and I got a heck of a deal. 

So if you have to take your rig in for any type of service at a Cummins shop it's worth getting the to download the info, may cost a little money but it's well worth it.

Thanks.

Had we only known!

Would that be Frank McElroy?

It is at FiveStar Freightliner in Dothan and they have been in contact with Cummins.

Unit runs and the ECM was installed by the previous mechanic but the parameters not updated.

Apparently lines are being crossed.

Karen and I are still working on getting the 2008 Diplomat with the 400ISL, Allison Transmission and Roadmaster chassis fuel system resolved.

Last mechanic crapped out on us and said he could not resolve it so we took the unit up to Five-Star Freightliner in Dothan, AL and the managed to resolve what turned out to be leaks in the fuel rail.

Everyone up there was great but it seems our passion for these older Monacos means nothing is that simple.

The previous mechanic replaced the ACM in an effort to resolve any issues that may have been caused by faulty program parameters.  He left the new one in as I understand they return the old one to recover core charges.

Unfortunately, he failed to source the ACM parameters and we are now looking to see if anyone may have the source addresses for the engine brake (exhaust brake, not Jake), all cruise control functions, service brake switch and the park brake and other functions that would be helpful.

Five-Star is also looking for the rear end ratio and although we tried to get any and all information available for our unit from Rev, they claimed they have no info at all. FIve-Star is convinced they should have it and will attempt to follow up with Rev tomorrow on this last issue.

With the Covid thing and our efforts to complete rebuilding from Hurricane Michael from 2018, we'd be fortunate just to get the coach running with the hope of getting back out on the road again for a weekend or twenty!

Thanks for taking the time to read this and God bless you all!

19 hours ago, Frank McElroy said:

By warning light I'm assuming you mean check engine light.  Please post the history of both active and inactive check engine code numbers.  If your mechanic is not using the Cummins Insite software and Cummins engine service manuals for troubleshooting your problem, it's time to find another mechanic.

Frank:  Karen had snapped this when we first brought it in.

I'm thinking it's the PRV on the fuel rail but I'm no mechanic.

Thank you for all the suggestions/recommendations.

12 hours ago, Frank McElroy said:

I have one more thought.  If this is an intermittent problem and the coach pulls grades at full turbo boost and the engine is throwing no trouble codes you might have a sticking turbo electronic actuator. 

To find out, the next time you lose power keep your foot full on the accelerator to see if after about 15 seconds it will turn on the check engine light with a turbo electronic actuator code error. 

When going from no throttle to throttle, the VGT will rapidly cycle from the braking mode to pressure boost.  If it sticks in the braking mode you get low fuel pressure, no boost pressure and no power.  If this situation lasts for a short time, it will not turn on the check engine light and act like the engine temporarily lost power.

Good thought.  The warning light comes on even when stopped.  The lift and high pressure pumps are new and he's verified them more than once. He's verified the fuel lines for blockages and leaks, the tank vent, the injectors and changed the PCM.  The good thing is he's determined to resolve this on his dime.

12 hours ago, Joel Sheriff said:

Sorry before I said engine compression when I meant exhaust manifold leak.  I dsys I wasn't a mechanic. I was identified by a very experienced 18 wheel driver who heard it when next to me in the fuel slot. 

Noted Joel. Going uphill does not exacerbate the problem.  It happens on a flat run when he goes to accelerate.

55 minutes ago, Bob Nodine said:

We have seen mechanics that were not aware that there are actually two fuel filters on your coach. Did the mechanic change both fuel filters. The secondary fuel filter is often overlooked and could be plugged. We have a 2006 Diplomat and the secondary fuel filter is located to the right of the radiator when facing forward from the rear (passenger side). Remove the panel that covers the hydraulic fluid tank and look down. It should be there.

 

Thanks for the input Bob. He and I have changed both filters on numerous occasions and well aware of both of them. We always carry spares as well.

Thanks. I will pass it on.

NO and I do not have a repair person on line....