Frank McElroy

You may not have the correct valve extend solenoid or you did not turn it far enough to pull the pintle off the seat to allow hydraulic fluid to flow. You can turn the pressure release nut up to 4 1/2 revolutions but no more or you could damage the solenoid.

Code 223-3 translates to either Cummins code 293 or 297. You would need Cummins Insite software to know which one. Code 293 is fault for aux temperature sensor input #1. Code 297 is fault for aux pressure sensor input #2. Both of those Cummins codes will display 223-3.

On mine, you remove the small bin under the entry step. The last step is hinged and the bin is below the step. Hydraulic system is under that small bin. Actually I just leave out the plastic bin holding screws to make it easier to gain access to the hydraulic pump and valves.

If the hydraulic pump is running and the led light next to the fuse labelled rear P/S out on the multiplex module comes on when you press the out button on the multiplex keypad, then you likely have a sticking valve on the hydraulic pump manifold. These valves are easily accessible by removing the step well storage bin. Just loosen the pressure release screw and the slide will likely move out a few inches then retighten. The slide will likely move out like normal. Valve 2E is the slide release valve for my coach.

Excellent information. Thanks for sharing.

There are wiring diagrams for your model in the files. Here is a link.

Rick - Thanks for the uploads. I don't see your upload for the RV-45D Solar manual. We have the RV-30D manual but it would be good to add the RV-45 manual. Please try the upload again. On the other files you uploaded, Two of the HWH file we already have but the HWH 600 Series file is new. We also already have the Aladdin Troubleshooting file. An easy way to find files is to use the search feature. Just type in a single word like Aladdin, select files under search in and you will see all files relating to the Aladdin system. The other files you sent were modified a bit for text titles and descriptions - screen shots were added. Take a look at the Downloads What's New screen and your uploads will show up as the latest 3 new files. Thanks for these new files. Frank

I thought it would be good to give another status update on Downloads (Files). The old Yahoo site had about 550 files. Some of these were duplicates and they needed reorganization to make them easier to find. When we moved to the new site, all files needed to be manually uploaded. UGH... But that gave us an opportunity to review each file and slot it into a category or subcategory that made logical sense. Also, in order for the search feature to work on the new site, many files needed to be renamed. As of today, we have over 660 individual files uploaded to the new site. (This file count exclude the hundreds of individual page wiring diagram files.) The great feature of our new site allows us to group files into a single logical download. A good example of this is the grouping of over 40 download files covering the Dana axles into one download file. So as of today we now have over 660 individual files within about 350 downloads in Categories or sub-categories available for download from our new site. As always, I'm always open to suggestions for improvement or correcting errors you find. Keep the new file uploads coming! Frank McElroy

At this point, your mechanic will need to look at what the ECM is "seeing" using the Cummins Insite software or other software that can read engine input parameters. If it is showing that the service brakes are applied I would first troubleshoot the service brake switch that sends the signal to the ECM. Dave told you the location of this switch. If the ECM thinks the brakes are applied, then cruise control won't work and the cruise control buttons won't allow for fast idle either. I will assume that the ECM is showing that the Jake brake is reading OFF even though the dash switch is set to off.

OK, from the sound of it, he is reading the ECM data and its telling him that the brakes are on, Just want to be sure it's not saying engine brake vs service brake is on. If I'm not mistaken, there might be two switches on the brake pedal, One for lights and one for service brake that feeds the engine ECM. If the service brake wire from the ECM to the switch up front is shorted to ground anywhere it will tell the engine ECM that the service brakes are on.

Is your Jake brake turned on? There is a setting in the engine ECM that has the option to disable cruise control if the Jake brake switch is turned on.

I want to Thank everyone over the past few weeks that have taken the time to upload new files. There is a growing wealth of new information that helps to keep our coaches rolling down the road. New file uploads are now included in the daily digests. When you first open the Downloads tab under Browse, you will see the latest 14 newest files uploaded, the top 9 highest rated files and the top 14 with the highest number of downloads. I see some new files are very popular - keep the uploads coming. Don't worry if you don't get all the information in terms of title, description, and category exactly right. All uploads are moderated and I'll fix it (even add a screen shoot) before approving for the group to see. I'm always open to suggestions to improve how our files are organized and please let me know if you see errors. Frank McElroy

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.

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.

Virtually all files from the old Yahoo group have been uploaded to the new site. If you are looking for a file, use the search feature with one or two words and select "Files" for the "Search In" option. One nice feature on the Downloads screen besides seeing a directory of stored file categories and sub categories is a list of the latest 14 files uploaded, the 9 highest rated files based on reviewer comments, and the 14 most downloaded files. So if you want to find out what's new, you will find it there too. The Parts List continues to be the most downloaded file with almost 400 downloads. Hope everyone finds value in the wealth of technical info. If anyone needs help in uploading files, just let me know. Uploaded files are moderated so if the titles, descriptions or categories aren't right, don't worry, I'll fix it before approving.

Dick - All the files were moved, organized, and are on this site under Downloads. If you are accessing from a smart phone Downloads are under Browse. https://www.monacoers.org/files/

To add to Scotty's note. Please look at examples already in the files section for naming and categories for where similar file topics are stored (typically the file type .pdf, .doc etc. are not included in the file name). Also check for duplicates on files already uploaded. Don't worry too much if you don't get the name or description format right. It is very easy for me to make edits when approving the files. File uploads are moderated so they won't appear as soon as they are uploaded. This helps keep the files organized which actually makes my life easier! There have been cases when say on owners manuals, you might have a separate pdf file for each section. If you don't have the software to combine the sections just upload each section separately and I'll combine them into one file and store the new file under your name. If you have a case like I had with 2008 Dynasty 250+ separate files for wiring diagrams, you can do a block upload under one name. just select the first file to start the process and then you will see another option to add additional files as a block you can drag and drop. If you have any questions in how to upload files, please let me know.

Thanks for the kind words. When we moved to the new site, I uploaded a lot of the technical chassis service information from the equipment manufacturers that I assembled shortly after buying my coach in 2007. Much of this information wasn't in the old group files. As time goes on, this information should help keep our older coaches running.

Ben - Thanks. When I was uploading files to the new site, I grouped multiple files under one download. This made it easier for finding files all in the same category and it shortened my task of uploading hundreds of individual files. The downside in this case where I uploaded 40+ files at once under the Dana Eaton Spicer axles means that I now can't edit just one of the 40+ file names. BTW, these files contain all the information needed for replacement parts and the service manuals for all the axles in our coaches. If anyone is into doing their own heavy duty maintenance or repair (like I do), this is where your would find all the how-to do it right information. So, to solve the issue I added information in the description to describe the contents of file UC-352. One word of caution - This file shows the bearing and seal information for the Spicer Outrunner bearing and seal system and there are special service tools needed to properly install the seals. This is a really high end option for high service life without periodic bearing adjustment. I'm not aware of Monaco using the Outrunner system although some folks may have upgraded to them as a bearing replacement option.

Thanks Richard - I uploaded the document to the file downloads under tires.

Ben - Glad you found the info you needed. Please tell me which file you found with only a number and no description. I'd like to correct this error. I manage the group files.

Tom - Thanks for the info. I added the manuals to the files and will update the parts list.

Mike thank you for this update. It's always good to hear the solution to a posted problem.

Glad I could help. The good news is that you now know how to read and clear your transmission error codes using gear shift keypad.

Thanks for posting the trouble code. Very often low fuel pressure is due to plugging fuel filters. Algae growth in the fuel tank can plug filters in under a hundred miles. But once plugged, you will lose more and more power under load. It's not an intermittent problem. Attached is a picture of my cut open fuel filters after about 10,000 miles of use. These show minimal debris. The fuel pressure on your engine is controlled by the engine computer. If memory serves me right fuel pressures operate between about 10,000 at idle to about 30,000 psi at full load. Your mechanic can "command" the engine computer to operate at max fuel pressure while at idle to see if the system can achieve full pressure. He can then shut off the engine and monitor the leak down rate over time. My engine will hold fuel rail pressure for hours with minimal pressure loss. Excessive leakdown or inability to reach max commanded fuel pressure are issues that must be resolved. From your description, it sounds like you are having an intermittent problem. If that's the case, your mechanic can setup the Cummins Insite software to record engine parameters in real time so he can see all engine parameters when you get the problem. When I was having a hesitation problem with no trouble codes, I had to use real time data recording while driving to finally identify a sticking turbo actuator as the source of my problem. A good mechanic using the Cummins Insite software should be able to solve this problem without throwing parts at it. I sure hope that your mechanic followed the Cummins service manual procedures and checked the fuel rail pressure relief valve and internal block injector connections for leaks before replacing the injector pump and the engine computer. If not, I suggest you might want to find another mechanic. Hope this helps.