Frank McElroy

Gary, thank you for sending me your schematics. I compared all them to the 2007 set and what you have is identical to what we are calling 2007. The only differences are that the 2007 set has 3 pages for the index and your set has a cover page saying that the set is for 2008. So, basically the 2007 set of wiring diagrams should also apply to 2008. I'll update the file description.

Although we don't have a 2008 wiring diagram in our Downloads, the 2007 wiring diagram should be close. Click on the title to get an option to download all pages in one file.

Here is a picture of the new strut part number on the coach. It matches the invoice part number except the force is shown in newtons. (157 Lb = 698 N) So, basically 700 N.

This is the part Monaco sent me it's a 157 Lb strut. I'll check the part number actually on the unpainted strut.

I'd add about 4 more psi to the tag and get a reweigh. This will give you a good idea of how much of a change in the tag PSI effects the drive and steer axles.

Yes, that is correct. That blower should work to heat the coach with the engine heating loop. Since the engine is heating the aquahot water, all the other heat zones should provide heat with the engine running. However, if it's really cold outside, you still might need to run the aquahot on diesel to heat the coach while traveling.

I'm not sure if on your 2006 you have a separate fan speed switch in the galley or if your fan speed is controlled by keypads feeding input to the Intellitec multiplex system. Attached are a few specific wiring diagrams that should help identify which system you have and how this blower motor is powered. 2006 blower motor Aqua Hot.pdf 2006_Dynasty_Wiring_Diagram p131.pdf

Like Ivan said, when weight coach it's important to have the engine running. The system must also be in travel mode. If the system is off, your axle weights will not be accurate.

Thank you for the very kind words. On this site there are a number of technical experts. My focus is on mid 2000 and newer Dynasty and above models with Cummins engines and house Intellitec and/or chassis Kongsberg multiplex systems. There are a lot of other members far more experienced than I on other model year coaches and systems. That's what makes this forum great - other expert members freely share their own technical expertise. Often folks ask - did I work for Monaco or Cummins. The answer is no. My knowledge is based on owning a Monaco Dynasty (bought new) over 17 years ago and doing all my own service and repairs. (I've owned class A RV's since 1986.) With over 60,000 miles, my coach has never seen a repair shop. All of what I know is based on reading manuals and using that information to maintain and repair my own coach. By training, I'm actually a PhD chemist who spent a 35 year career at Exxon (later ExxonMobil) ending as an Executive Manger in Corporate Research. Most of my electronics background comes as being a Ham Radio operator who built my own Heathkit station in the early 70's and the microcomputer system I built in and machine code programmed in the mid 70's to get my PhD degree in electrochemistry. Yes, Tom Cherry and I talk multiple times a week. We are close friends and we do share and sometimes debate solutions to technical questions posted on the forum. I thank Tom for posting our conclusions because I often just don't have the time. I reply offline about as much as I post online to questions for forum members. There are times where an offline discussion is far more beneficial in transferring technical information than the back and forth online postings.

Many years ago I had a similar situation. After taking my foot off the brake pedal, the car would pull to the left. Found the problem to be the flexible brake hose connected to the front left caliper. In effect the interior hose liner was acting as a check valve. It happens.

I don't know how far back Monaco installed a spare harness and empty conduit. On my coach I have it but it's not shown in my set of schematics. I had to go back to an older model year to find it. On my coach the empty grey electrical conduit is about 1" in diameter, and located up high next to the PS frame rail and accessible from behind the steer axle to in front of the drive axle. It runs through all the storage bays. Spare Wiring Harness.pdf

I agree. Actually I have a ML-ACR sitting on my work bench ready to replace my Big Boy the next time it needs cleaning. I just need time to do it. I like being able to decide from the driver's seat when to engage and disengage it. As for extra wiring, most Dynasty and above coaches have an open conduit from front to back for extra wiring if you already used the Monaco installed prewiring harness not already used in the RRB and under the dash.

I don't see much of an advantage in periodically cycling the big boy but if you do be sure to do it under little if any load. When I'm camping, every few days I'll check the chassis battery voltage to be sure big boy is working and the chassis batteries are being charged. When driving, I'll keep an eye on the house battery voltage to be sure the engine alternator is charging them through big boy. When in storage and plugged in, I bypass big boy with a copper strip and unplug the 8 pin connector on the side of PCB#6. This will charge both the house and chassis batteries and shut off power to the big boy coil. Attached are a few pictures.

BTW, one trick to try while connected to shore power and big boy is engaged (hot) but current is not flowing through it is to cycle the chassis battery disconnect switch such that big boy disengages and re-engages. More likely than not, you will get an internal contact good enough to get by until you have time to clean it. Over the years, this trick has helped a number for folks get back on the road.

Attached is a picture of my test jig after repairing the big boy and salesman switch circuit board PCB#6 with big boy connected and the pulsed output going to big boy connected to the scope. One side of the big boy coil is fed by a constant 12 volts and the other side is pulsed from 12 VDC to ground for about 2/3 the time. This gives an average of 8 VDC across the big boy. Strong enough to keep it engaged but to too strong to burn up the coil. The pulsing signal is what causes the hum. When you press the battery boost switch, it holds the pulsed ground signal to a constant ground and the hum goes away. If you hold the battery boost for more than about ten minutes, you run the risk of burning up the coil. But, in most cases, when you need the battery boost, the coil would likely start by being cold. That's how it works.

Likely you have a big boy that needs to be cleaned. Big boy connects the chassis batteries to the house batteries so that they can be charged while on shore power with both battery disconnect switches turned ON. What is the chassis battery voltage?

Thanks Tom - for future use, here is a link to a new file in our Downloads. The Operating Instructions and Reset Procedure are now in one document.

Steve, thanks for the clarification. I'm not familiar with the NSA system. However, it sure sounds like it was partially applying the brakes.

Thank you for sharing this information. What supplemental braking system did you have on the Equinox?

I would share my previous post with your mechanic. I basically explains why the light comes on and what needs to be done to troubleshoot the warning light. The mechanic will need to use Cummins Insite Software and look at the engine protection parameters with the engine running and the warning light on. They will then be able to see the parameter readings and the acceptable upper and lower limits. One or more parameters will be out of range. Then it's a matter fixing the issue, bad sensor or bad wiring.

Please reread my post.

Dick B is correct - just press the master keypad once to turn ON and OFF all keypad backlights. If you press and hold the master about 3 seconds all interior lights will will turn OFF. If you press and hold about 6 seconds, all interior lights will turn ON. These are features of a coach with an Intellitec CPU lighting system. On your coach you do NOT have backlight switch button - that's found on coaches without an Intellitec CPU because there is no master keypad feature. As for charging the batteries with the battery disconnect turned OFF, the answer should be yes BUT only for the house and not the chassis batteries. If you want both to charge, big boy must be working and you need both battery disconnect switches turned ON for that to happen.

The Warning light is a signal from the engine ECM alerting the driver that an out of range condition exists in one or more of the set engine protection parameters. This may or may not set a trouble code. What needs to be done is to look at the engine history data using the Cummins Insite software paying attention to the history of coolant temperature, coolant level, oil pressure, intake manifold temperature, and engine overspeed (there may be other parameters that I missed). Keep in mind that you could also have a bad sensor giving a false reading. Likely one of these parameters are running too high or too low as defined in the engine ECM parameters and the warning light comes on to alert the driver that you exceeded an engine protection parameter. On newer engines, this would be logged in the engine abuse history report but I don't think Cummins had that feature in 2002. There was a good discussion about this back about 4 years ago.

Take a look at inactive codes. Likely that's where you'll find out what turned on the engine warning light.

Dan - Thanks for sending me the 4 new files. I added them to the existing 4 files we already had on the Medallion Gauges in our File Downloads. Here is a link to the set of 8 files.