Testdepth

I am interested in more info. I have a 96 Windsor with the King setup. I seem to be having some intermittent issues but it is at least still working. Also my cruise control just died on my last trip. So it’s probably time to start looking for an alternative! thanks, Mike 96 Windsor C8.3 Mechanical

Interesting, I’ll see if our does that as well.

Sort of related… Question: what is the difference in the 2 positions of the water pump switch. In my ‘96 Windsor both positions appear to do the same thing. Mike

Thank you. Big job. Glad it’s behind me!

‘96 Monaco Windsor, C8.3 Decided to troubleshoot “Kool-Matic doesn’t work”, statement by PO. Ok let’s see what it even looks like! Open the grate, 2 wires hanging there! No motor or fan or squirrel cage or anything, so I still don’t know what it is supposed to look like. I called a couple of used parts places with no luck. Has anyone replaced it with something else? It appears that it might have been just small dc motor with a fan attached?

I did call Scott and had a nice conversation with him. Based on his comments that the regulator itself is a very low failure item I decided to pull the regulator back off to ensure I hadn’t messed it up. I did and found the main piston apparently had some crud in it that I didn’t find before or was in a hose. I recleaned and assembled with lots of atf and made sure everything was smooth and free. The problem appears to be resolved.

I haven’t updated this thread in awhile so thought I would do that. I did install an EGT (preturbo) and ran with it for awhile to see what my temps were doing. Ran some tests by installing a needle valve in the pressure line to the waste gate and varied the setting from normal to completely closed. max boost never changed. To me that pointed to bad/worn turbo or leaky charge air cooler. With only 75k miles on the motor I opted to check the CAC. I built a test fixture I found on YouTube and tested the CAC. Could not get it to pressurize! Long story short, found a failed weld with a hole about 3/16 x 5/8”. TIG welded it closed, tested found a couple of pinhole leaks that weren’t weldable so I epoxied them. Retested reinstalled CAC and on initial test drive was able to achieve just over 20# boost. I’ll be doing a more extensive test drive to include some longer steep grades to watch boost and EGT.

Greg, I did finally find the technical info I needed and your shocks will not fit my coach. That's too bad, that is a nice deal! Thanks, Mike

I am on the web trying to find new shocks for my !996 Windsor. If they will fit my coach I will Paypal you right now. My problem is trying to determine which Bilsteins will fit! Mike

Thank you Jim. I will give them a call. mike

96 Windsor, C8.3/275hp. I have a hydraulic fan motor that the regulator is not functioning correctly. When I got the coach it was leaking pretty badly and would cycle fan speed somewhat erratically, but was essentially working other than the leak. (a small puddle where ever I stopped). I drained the system, the ATF was a little dark but wasn't burned and removed the control valve unit. disassembled it and found one smashed O-ring one machined opening that was empty and another o-ring in good shape. The machined opening appeared to be for a crush washer or similar type seal. I replaced the 2 O-rings that were there cleaned the whole unit and reinstalled. the leak stopped but now the regulator works even worse than before. I can find no mfg. name on the unit anywhere and no one at any of the truck places near me that knows anything about them. Is there anyone on the forum that knows anything about these or a former Roadmaster employee that might have some documentation on this crazy unit? I'm pretty certain it just need the correct set of seals etc and it would be back in business. I would appreciate any help/knowledge anyone could provide. Mike

In the end it appears that your comment on oil is likely the culprit. If I fill the tank completely full, (till liquid comes from the vent) I have the problem with the genset and cook too. If I only fill to 3/4 every thing is fine. I ended up changing the filter in the solenoid valve and the main regulator in the process. I also ended up pulling the genset out and doing a full cleanup of all the fins which had a lot of dirt packed in. Also discovered the genset is set up to accept liquid propane if you wanted to do that. this winter I will figure out how to clean out the tank or replace it.

I just added EGT to my ‘96 Windsor C8.3 as well. Discovered very similar readings, however was a bit alarmed that temps immediately jumped to over 1300 going over mountain passes in the northwest. I had to back off the throttle to keep temps in the 1200 range. Totally stock C8.3/275 HP engine w/70k original miles. Assuming the new gauge is accurate that is very concerning that it would be very easy to generate damaging EG Temps.

I think that is my next step in this whole process is to test what the turbo will do with the hose disconnected/pinched just to see if it tops out at 17# or it goes higher. I’ve also researched a few EGT gauges and will pull the trigger on that before making any decisions on fueling changes. I too believe that I probably was up into the 1300-1400 range on my pickup before I chipped it. The “chip” was actually a 10 step programmer that went from 0 (not turned on) to 9 ( max fuel). The kit came with a pyrometer to measure EGT. When running on zero, supposedly turned off I seemed to have a bit more power but I could run the EGT right up through 1300 where the alarm was set. That was running it like I had prior to any adding anything other than the pac brake I added. Bottom line was I ended shifting down earlier and pulling hills a bit slower than I had before. Not what I was looking for!

Van W, thanks for info. I too discovered some of the same info you are relating here on a ‘02 5.9 that I chipped in a pickup. I pulled a 3 axel goose neck with a 30’ boat and discovered to keep EGT under 1200 was not easy. 1200 degrees was the number that I kept hearing being tossed around as the short term high limit and that 1100 was the steady state max. The other area I’ve yet to explore is boost. The max boost I’m able to obtain is 17 lbs. I think that is low. I’d like to experiment with getting that into the mid twenties even before installing a new plate in the pump or injectors. I don’t know if the waste gate is actually set at 17 or that’s just all that amount of fuel will produce.