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Frank McElroy

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Frank McElroy last won the day on November 27

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Required Information

  • FirstName
    Frank
  • Make
    Monaco
  • Model
    Dynasty
  • Year
    2008
  • City & State
    Flemington, NJ

Optional Information

  • Full Address (Optional)
    12 Deerpond Ct, Flemington, New Jersey, 08822
  • Phone (Optional)
    9083993063
  • Birthdate (Optional)
    02/09/1951
  • Brief Bio (Optional)
    Monaco owner since 2007; Motorhomes since 1989; Member since January 2009
  • Profile (Optional)
    Monaco owner since 2007, owned motorhomes since 1989, Husband, Father, Grandfather, Retired PhD chemist - 35 yrs ExxonMobil R&D.

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  1. The silver leaf software I use on my dash computer display reads out total engine miles and hours. And trip engine miles and hours. I find this display very helpful in monitoring a number of engine parameters. The lower right is a real time display of all my tire pressures.
  2. Gary, that's great news. My guess is that when they were doing all the troubleshooting, or during a software update, an ECM parameter got changed. Since any time a technician connects to your engine, all old parameters are stored on the Tech's computer, if there was an error made it would be really easy to go back to the original parameter settings. Keep an eye on how long it takes between DPF regen cycles. You should get about 100 hours of engine run time (6,000 miles if driving an average of 60 MPH).
  3. Bob, you are very observant. After I took the picture I got to thinking that it actually made more sense to just unplug the control board. My thinking is why leave that board powered up when I'm not using it anyway. So I put the wire back on the big boy relay and below is a picture of the rear run bay board #6 unplugged. One other piece of information that most folks might not know is that those two small yellow colored push buttons perform the same function as the battery boost and salesman switches do up front. They can come in handy if you need battery boost when starting the engin
  4. Bill, I think we will respectfully agree to disagree. In contacts inside Big Boy, the only grease you want to use is a dielectric grease. Having an electrical conducting grease is the last thing you want to use. There is a debate that will rage on the term dielectric grease. But, silicon based greases and those petroleum based greases without metal additives (like the one you referenced) are inherently dielectric greases. There was so much confusion that many manufacturers removed the name dielectric because it was so confusing to people who thought why use a dielectric grease on ele
  5. You're welcome Ken. My coach also spends a lot of time in storage lately. That's why I decided to bypass the big boy relay while in storage. Saving about $10/month in wasted electric adds up after a few months.
  6. Yes, likely your Big Boy needs to be cleaned. There is a circuit that controls when big boy is engaged to connect house and chassis batteries together. When running the engine and the chassis batteries get above about 13.1 volts, big boy will engage and the alternator will charge both the chassis and house batteries. When on generator or shore power, and your magnum battery charger is turned on, big boy will engage once the house batteries get above about 13.1 volts to also charge the chassis batteries. When the engine is off and you are not on generator or shore power, big
  7. Gary - When I first had my engine hesitation problem after using the Jake brake or coasting down hill and hitting the accelerator, there were no codes. It drove me nuts. Yep - really nuts! So in desperation, I connected the Cummins Insite software to record real time. Duplicated the hesitation problem and when reviewing the data, I found when I had hesitation, turbo boost always dropped to zero. Hmm, that's odd. So, I did some digging and found that Cummins would not set a turbo actuator code unless it failed for more than about 12 seconds. So, back for another test drive ag
  8. Gary - Very sorry to hear about your loss. Family always comes first. Let me know if they gave you fault code numbers and I can try to help.
  9. It turns out that about every 6 years, I need to clean the contacts inside big boy. The problem starts when I notice that either the chassis batteries aren't being charged when on shore power or the house batteries aren't being charged from the engine alternator. Cycling the battery switch a few times will clear the problem for the short term but the real solution is to clean the internal contacts. The procedure is already well documented in the download file. What I found interesting is the very small contact area on the studs and the edge of the ring making contact. Over time,
  10. It sure would be nice is someone that has a coach like yours with a Lippert pump could measure their pump current draw. That way we wound know if the high current draw is typical or something else on your coach is causing the problem. My thinking is that Monaco undersized the hydraulic pump system to cut corners and save money. In the meantime, always operate your slides when running the generator or connected to shore power so that batteries are under max voltage to keep the current draw as low as possible.
  11. Gary, yep, a bad electronic VGT actuator will plug up a DPF with carbon. In my case I had a hesitation problem after coasting down hill and then there was a power loss when trying to accelerate. When that happened turbo boost would always drop to zero. Because no trouble codes were set, I had to use the cummins Insite software in a real time recording mode to sort it out. Turned out to be a bad electronic turbo actuator. BTW, these electronic actuators must be calibrated to the engine turbo using the Insite software. It is not just pull off the old actuator and bolt on a new one. For a
  12. Gary, A DPF regen every 100 engine run hours is very normal for a coach driven at highway speeds and no other issues that would generate soot like a bad injector a clogged egr or bad air flow sensor. In fact, if the delta pressures across the DPF are not high, a regen will be "normal" and done every 100 hours. The Cummins shop should have used the Insite software to view the last 10 DPF regen cycles. This will tell the technician how the DPF has been functioning in terms of soot loads, regen pressures and temps and whether past regens have all been "normal". Doing regens sooner than e
  13. Thanks Wayne. The picture of the batteries is recent. Batteries were replaced about 4 years ago and what you see is basically road dust on them. The battery water miser caps do a great job of keeping the battery compartment corrosion free.
  14. Steven, I just measured mine and the two long ones are 12" of cable and the short ones are 5" of cable. So a total of under 2' of red and 2' of black 2/0 cable. For the house you don't have high draw like you do on the starting batteries. So 2/0 cables are good. Yes, all copper.
  15. This is the setup I have. I have 2 such banks for a total of 8 batteries. Note that the bank is balanced with one set of batteries in series connected to the positive 4/0 cable and the other set connected to the 4/0 ground. In between, 2/0 cables were used. For crimping, I used a 16 ton hydraulic crimper from Amazon. Cables, lugs, crimper and heat shrink tubing were all purchased from Amazon. Be sure to get the marine grade sealing heat shrink tubing for a water tight seal. I also included a picture of the 4/0 small connector cables I recently made for my chassis batteries to re
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