David Pratt

If you own a coach that does not lose air pressure or air pressure loss is minimal consider yourself lucky. The chassis air in your coaches will leak air, that is the nature of the beast. I was going through some old Monaco Inc. Files and found this information that was sent to me by Bill D. years ago and thought it might be of interest to the Group, especially in this discussion as this question of what is the allowable leak down rate on a coach is often discussed here on the Forum. D.O.T. Standard Allowable Leak down. Rev. 06-03-2004 The Department of Transportation (D.O.T.) standard for allowable leak down in the air systems is as follows. 1. A 4 PSI drop in the front air system in a 2 minute time period is allowed. 2. A 4 PSI drop in the rear air system in a 2 minute time period is allowed. This translates into a 120 PSI drop in a one hour time period. In other words, both needles would be allowed to go to zero PSI in one hour.All of the control valves, relay valves, check valves, etc., have allowable leak rates, even for new components. It is not within the Scope of Monaco Inc., or any Manufacturer, to completely eliminate air leaks. Therefore, the D.O.T. sets the standard for allowable leak down rules in the interest of safety. However, Monaco, Inc.'s leak down rate is set as follows: Monaco, Inc. Allowable Leak down 1. A 6 PSI drop in the front air system in a one hour time period. 2. A 6 PSI drop in the rear air system in a one hour time period. This translates into an approximate 60 PSI allowable leak down rate, for each air system, in the overnight park mode(10 Hours). This is an extremely small air leak. The Monaco, Inc. and other Manufactures standard is 20 times more stringent than the D.O.T. required safety standards, which allows 120 PSI per hour.

What is your question. I have been using the RVi2 for over 6 years and love it. I t is far above anything on the market.

Paul, Brett Davis Published this Notice in August 2020 and other than a short statement a few months ago stating that they were still being Evaluated and would not be back into production any time soon. RAY. that thread on the FMCA Forum was from December 2019 and within months after that thread was published the Rettrobands started having failures. How Many is not disclosed and we may not know. Spartan Discontinued the Evaluation if those Bands that looked like Rettrobands because of Safety Concerns. There are many of our members who have installed the Tyron Bands by Certified Approved TYRON Dealers and have had no issues. Those that have had a Steer Tire Failure have stated that the TYRON Bands performed as advertised. TYRON USA is located in Tampa, Florida. If any member that has an issue or problem with a TYRON Band should contact them, not make a call to the UK. Contacting the UK will do nothing to help your problem. The UK did not sell or install the TYRON bands on your coach. TYRON USA is the Distributor and Certifies and does all the Training of the dealers before they are allowed to sell or install the TYRON Bands. Your contact at TYRON USA is Chuck Thatcher, 813-620-0364. Chuck Thatcher and TYRON Bands have been a major supporter of the Monacoers Group for over 15 years. He also does a Presentation on Tire Safety at our annual Gathering. Myself and all the Moderators have TYRON Bands installed on their coaches. I was the first coach (05 Exec) to have the TYRON BANDS installed when they were first introduced in the USA. That was in 2005. TYRON Bands are also installed on my FORETRAVEL ih-45. FORETRAVEL installs the TYRON Bands on the REALM and The REALM PRESIDENTIAL Coaches as standard equipment. These coaches are built on the SPARTAN Chassis.

OK Gentleman, This thread has taken on a life of its own and there are only a few participants saying the same old stuff. There has been some good info posted and lot of opinions on the Pro's and Con's of MSW and PSW inverters. The TOPIC is being beaten to death. There are thousands of RV's that have MSW Inverters installed and have performed well with most appliances over the years. Everyone has an opinion and should do or install equipment that they are comfortable using. Everyone should do there due diligence and do the research and make there choices based on fact, data and real User Reviews and not opinions or what if's. I am asking that this thread end and be-taken off line and those that still want to discuss the issues do it offline Thanks everyone

Rettrobands were recalled over a year ago because of numerous failures and have not been on the market because they are still being evaluated. There are Rettroband Customers that have not received replacement bands and are still driving on Defective Rettrobands. When Plastic meets Concrete/Pavement, Guess who wins. The following is the information about Rettrobands. IMPORTANT UPDATE FOR ALL RETTROBAND OWNERS Dear Rettroband Owner, For those of you whom I haven’t had the pleasure of meeting, my name is Brett Davis and I am the Founder and CEO of National Indoor RV Centers. I am also Co-Founder of Rettroband. For what it’s worth, I feel you should know I write all my own communications. Not our marketing department, and not our lawyers. I purchased my first coach in 1985. I have nine children and twenty six grandchildren. During those thirty five years, almost without exception, every time I’ve traveled I’ve had what I consider very precious cargo onboard in the form of my children and/or grandchildren. Needless to say, front tire blowouts have always been of paramount concern to me. Five years ago I met Robert Craig, Founder of Craig International Ballistics, when he was taking delivery of his coach from National Indoor RV Centers, and together we formed Rettroband. Craig International Ballistics is the largest supplier of armor to the Australian military, as well as eight other militaries around the world. Craig International Ballistic’s products range from body armor, to armored vehicles, to both fixed wing and rotary aircraft, and to vessels. Robert has thirty five years experience in manufacturing military grade armor and protective products for armored vehicles, including “run flat devices”. Robert’s and my desire was to develop a product, a “run flat device” which would free coach owners from the continual dread in the back of their minds of a front tire blowout. We both recognized the Motorhome market is a very small market, but in dire need of such a product. And, we both really desired to solve this problem. So, why am I writing you? A couple of my pet peeves over my thirty five years of RVing experiences are: Regardless of the number of times their products fail, or how widely known those failures are within the RVing community, the manufacturers almost always say “this is the first we’re hearing of this”. Whenever failures do occur, manufacturers tend to point up and down the supply chain trying to lay blame on someone else. These are only two of a myriad of frustrations I have personally experienced over my years of RVing, and which ultimately led to the founding of National Indoor RV Centers. When it comes to business I have always believed “if you have a problem, you put it up on the table so we all have a problem”. At National Indoor RV Centers we don’t hide issues, and we don’t duck from our customers. So, I am writing to inform you we have had several Rettroband failures recently, for a total of five Rettroband failures out of almost one thousand. While 5/1,000 is a very small percentage, in my opinion, one failure is one too many. We at Rettroband experienced our first failure on, none other than, September 11th, 2019. We immediately sent the failed Rettroband to the laboratory to determine the cause of the failure. The cause was found to be over tightening of the Rettroband due to improper installation. The next failure occurred June 21st, 2020, and the last three failures have been in the last three weeks which is prompting this communication. We have not received back the cause of the most recent failure from the lab yet as it just occurred a few days ago. However, it sure appears to have been over tightened as well, and is most distressing to me because we (NIRVC) installed it. I wish I had all the answers for this latest failure before writing this email, but I also didn’t want to delay in communicating what appears to be the issue and what we think the solution is. Immediately after determining the cause of the first failure, Robert started designing and engineering a solution, followed by molds, then production, and finally testing. I will try and paint a picture with words in hopes you’ll be able to visualize the problem, and therefore the solution. In our development of the product, which took 3.5 years to design, engineer, and test, Robert did extensive testing. I’ll share with you just a few of Robert‘s tests: Compression. Rettroband withstood 32,000 pounds of pressure before the Rettroband failed. Strength. On a tire testing machine acquired from Bridgestone by the Big Tyre Company, they took Rettroband up to 75.18mph and then instantly hit it with 10,000 pounds of pressure numerous times. Durability. We wanted to be certain a coach owner could safely drive to the next exit following a blowout. Below is a link to a video showing the Rettroband attached directly to the brake drum... no rim! The Rettroband has 6 tons (12,000 pounds) of weight on it, and is traveling at 45mph. FYI, the largest Alcoa aluminum rim is only rated to 10,500 pounds. As you will see, Rettroband is extremely durable, and more than capable of being driven on after a blowout. Remember, in a true blowout Rettroband will have the added benefits of being attached to a rim within a tire as compared to this video. Here is the link to the video: https://youtu.be/RmGGKxlHix0 Blowout. As many of you have seen before in the below video, we used a gas coach with a short wheelbase, and a very long overhang behind the drive axle. We also loaded the coach with ballast to the point we couldn’t get its speed above 65mph. While the test driver knew we were going to blow the tire, he didn’t know exactly when the tire would be blown. The drone shot at the 7:15 mark of the video captures the blowout from the exterior. Notice the coach doesn’t even wiggle. Then the interior camera shot at the 7:17 mark of the video captures the test driver’s hand on the steering wheel at the moment of the blowout. Notice again, the steering wheel doesn’t even wiggle. Here is the link to the video: https://youtu.be/ujVVWz-Wxjo Robert focused in testing on the pressure and compression associated with the centripetal force, and the sudden impact of a blowout. We knew it was critical during the installation of Rettrobands for the gearboxes to be centered, and tightened only until both halves touched. Preferably, we like to be able to slide a sheet of paper between the two halves. What we have found, unfortunately, is that third-party installers were using air wrenches or rattle guns, and over tightening the the gearboxes. Tightening beyond the ability to slide a piece of paper through where the two halves meet is incorrect, and we now know that apparently it may lead to Rettroband failures as the over tightening bows the two halves, and stretches the entire system causing it to work against itself. Now knowing the problem, as we now do, hopefully you’ll be able to visualize my explanation of the solution. Since “a picture is worth a thousand words” I’ll start with a series of pictures and explanations of each. Here is a drawing of the steel band which is inside the new Rettrobands: The steel band is inside each of the halves which make up the complete Rettroband. The large metal pin the gearbox threads into, will now go through the both the hole in the polyurethane composite AND the steel band. The steel band is anchored to both the large metal pins in the same half of the Rettroband. Now as the gearboxes bring the two halves together the steel band will act as a torque brake mitigating the risk of over tightening. The steel band anchors the two other metal pins to each other in the event of over tightening, as opposed to the gearboxes pulling the pins through the polyurethane. Below is a picture of the steel band inside a polyurethane Rettroband. Notice how the large metal pin is no longer going through just the hole in the polyurethane, but it also goes through the steel band. Below is a picture of the steel band inside a rubber Rettroband: And finally, below is a picture showing the beginnings of a crack in the old Rettroband caused by over tightening. Once the crack has started we believe its travel can be accelerated in extreme heat. For example, one of the recent failures occurred during an outside temperature of 115 degrees, with pavement temperature of 150 degrees, and inside tire temperatures of almost 200 degrees. Hence, Robert’s testing of the new Rettrobands with the steel band inside have been performed this time around inside a kiln. I hope I’ve been able to paint a picture for you of both the problem and the solution. The in-house testing of the new Rettroband is nearing completion. Following completion of our in-house testing, once again, actual road testing using explosive charges will be carried out at the Nevada Auto Testing Center (“NATC”). NATC is a certified track and where we test blowing tires at speed on a Motorhome. This testing was scheduled to have been done this past March, but due to the Coronavirus, NATC postponed our testing dates. We are currently scheduled to do our final round of testing at the NATC in the coming weeks. I’m sure the biggest question you are all asking yourselves right now is; what’s National Indoor RV Centers and Rettroband going to do about this? For this I’ll pull back the curtain a little. At National Indoor RV Centers, we’re in the business of making customers for life. To that end, one of our training programs is a mandatory “Book Club” meeting every Monday morning at 7:30am. In this meeting all our employees participate in real life customer service experiences, both inside and outside of our company, as we go through four books on customer service over, and over again. We stress treating a customer the way we would want to be treated if our roles were reversed. We emphasize “always doing what’s right regardless of the cost”. Additionally, Robert and I are concerned about what happens to your original Rettrobands when you need to replace your tires, or you sell your coach and the new owner needs to replace the tires. We will have no knowledge or control over how the new tire shop may reinstall the Rettrobands. Whether or not they will bother to follow the instructions. We are both the kind of men “who would rather sleep well, than eat well”. Rettroband was designed and engineered to keep you and your loved ones safe in the event of a blowout, and we will “practice what we preach” and stand behind the product or service we sell. We will be replacing the bands of all Rettrobands currently on the road at no cost to you our customer, and have ceased installations of the current design. (We won’t be replacing the gearboxes as they are not the problem, and we’ve never had one fail in either testing or in the market.) Also, upon completion of the testing and compliance at the NATC, we will begin mass production of the new redesigned Rettrobands. While around the clock production will be quick, shipping 20 tons will take 47 days at sea, and another 8 days to clear customs and be at our facilities. Once they are aboard the ship, and their arrival date is know, we will begin booking appointments to swap out your bands and rebalance your tires. In the meantime, I’m sure you’re wondering what happens should a Rettroband fail, and should you drive our coach while waiting on the replacement Rettrobands? Since I am not one of the five who experienced a Rettroband failure, I can’t speak to this firsthand. However, I can pass on what I’ve been told the experience felt like, and fortunately, one of the failures was captured on a dash camera. I’ve been told it felt “like a buckboard wagon ride” for about a quarter of a mile until they could get to the side of the road. Three of the failures described it as feeling “like their tire was severely out of balance”. Here again, I believe “a picture is worth a thousand words”, and you can make your own assessment. Here is the link to the dash camera video of one of the Rettroband failures: https://vimeo.com/438243665 Now as to the question of whether you should or shouldn’t drive your coach while waiting for your replacement bands? Here, I really can’t offer any advice, because it’s similar to asking “how long is a piece of rope”. However, I can and will offer my opinion. We can start with 1,000 Rettrobands currently on the road, and then make any assumption you’d like to make on the number of miles they’ve been driven on since the first installation sixteen months ago. I’m just “spitballing” here, but let’s say they’ve averaged 5,000 miles apiece, multiplied by 1,000 Rettrobands, would equal 5,000,000 miles, out of which five bands have failed without an accident or a fatality. Personally, I feel much safer driving with the existing Rettrobands than I do driving without them, or with the other competing “run flat” devices currently available on the market today. Please be sure, I will try to keep you updated on timing, as well as answer any questions as they arise. Please feel free to call, email, or text me. It may take a little time in responding, but I will get back to you. All the best, Brett Davis

Well Ivan Not true. The receptacle that works off the inverter is a pass thru circuit from the inverter and switches over to the inverter when there is no AC present (Shore Power or Generator Power off or disconnected.) The other receptacle had power only if the coach is plugged into shore power or the generator is running.. I have not been aware of any coach that has an absorption refrigerator that was wired differently. It is an RVIA standard.

Clocks, Heated Blankets, coffee makers and PAP Machines are not refrigerators. And yes there has been conversations that some of the new digital appliances, such as I have mentioned do not play well with a MSW Inverter because they did not have the circuitry built into them to handle MSW. Most appliances and electronics today do have those quality's built in. TV's, Audio/Video Equipment have for years or a lot of Motor Homes would have torched that equipment every time the coach was on the Inverter. Think about it!!!

Ok, I am stepping in here. There has been to much MIS-INFORMATION and Confusing Information posted in the above threads. Monaco started installing Residential Refrigerators in 2004 at the factory. Monaco also had the option on the Dynasty, Exec, Sig and Navigator to go all Electric and no Propane. They were using either TRACE or Zantrex model 2012 or 3012 MSW inverters. The Exec, Signature and Navigator also had the option of Dual Inverters. The standard Inverter was the Trace MSW and the option was PSW if you wanted it. Every time some one posts about converting to a Residential Refrigerator the same discussions, Information and Mis-information is brought up. Do your research and read the MANUAL and Manufactures recommendations before installing the Refrigerator. Then ask question. My 05 Exec has the Trace 3012MSW Inverter and a Whirlpool Residential Refrigerator. The Whirlpool has been operating just fine for the past Sixteen years on MSW with never an issue. Samsung, Whirlpool, LG, Kenmore, Frigidaire, GE and Bosch and others will all run on MSW Inverters with no issues. All these models consume less AMPs running on AC than the NOT-S-COLD does when running on AC. The Coaches with Absorption Refer's have two AC outlets behind the Frig. One is connected direct to shore/generator power and the other is connected to the Inverter. When you install a Residential Refrigerator in your coach you should always plug the Refrigerator into the Inverter Outlet. The Inverter has a Pass Thru which allows the AC Current to pass directly into the coach when on Shore Power or with the Generator running and if the Inverter is on will allow the inverter to power up the coach when the shore Power is disconnected and/or generator is not running. In the 16 years as Moderator and Owner of the Monacoers group I cannot remember anyone that had and issue with a residential refrigerator and the repair was turned down by the manufacturer because the refrigerator was in a coach or was operating on a MSW inverter. If the Inverter is on and you are not connected to Shore power or have the Generator running you should have power to the Inverter AC outlet behind the Refrigerator. Some of these old wives tales about residential refrigerator and MSW Inverters have been pounded to death for way to long.

You will need to have very low expectations if you have a Good Sam, AAA or most Insurance Policy's for Motor Coach Roadside Assistance. It is not whether you spend a lot of time on the road traveling, Like any insurance Policy, not any of us want to have to use it, but when you do need help that it will be there and your money will be well spent. After 20 years of RV'ing, being a Moderator and Owner of the Monacoers Group, Coach Net has the Highest Reputation by the majority of the members in this group. Everyone's opinion and taste will vary as to what service you should purchase and the level of that service that you are are comfortable with. I would rather pay a little more based on a company's reputation and customer service than another company's low price. You will get what you paid for. I have a sign posted in my shop for all my customers to see. It reads: "The Bitterness of Poor Quality Remains Long After the Sweetness of Low Price is Forgotten"

The best and most reliable service is Coach Net. I have been using them for over fifteen years and never once did I ever have an issue with their service. They have saved my bacon many times and always send the right equipment to get you going. They will ask a lot of question when you call for help so they can help you. Do not walk away from Good Sam's-RUN. Good Sam's has the worst reputation, AAA is a Joke and the most problems of getting it right. Most of the insurance Company's that offer or provide Road Service have no clue about the difference between a Motor Home and and Automobile. With Coach Net, every vehicle you own is covered. The majority of our Members have Coach Net and very few have ever had any issues with their service. Coach Net offers many good service for the RV-er.

Allison started shipping all their transmissions with Transynd Synthetic around 2003-2004. Prior to that DEXRON III was used and recommended by Allison. There are other Brands of Synthetic oil that are approved by Allison and are compatible with Transynd oil. Dexron III is also compatible with Transynd for emergency's when Transynd may not be available. But, as explained by the Allison Rep in the Seminars at the Monacoers Gathering each year, that if you do mix Dexron III with Transynd that you no longer have 100% Synthetic. Mixing Dexron III will not harm the transmission but it is recommended that to get back to a full Synthetic oil you will have to flush and fill the transmission and change the filters and fill with with Transynd or an Allison approved equivalent. Also, as stated early in this post, the Allison Rep did explain that Allison recommended that whenever switching from forward to reverse to always switch to neutral first. The reason he explained is that it lessens the Torgue Shift Load from one direction to the other and is much easier on the clutches and servos. Monaco never built a coach with a Transmission Retarder installed. Any engine/jake brake uses either a solenoid/servo that will close off the exhaust manifold causing back pressure to back up to the cylinders to slow the coach or the engine brake is normally internal in the engine and uses the valve train as a method of slowing the the coach. Engine Brakes are normally two or three position. A two position brake will close off three engine cylinders at each position and a three position brake will close off two cylinders at a time for each position. The Transmission Retarder is an addition to the transmission and is mounted on the rear/output end of the transmission. The Retarder is commonly used in the high end coaches and buses such as Prevost, Foretravel and Newell. It is operated by a Six Position Joy Stick and give better control in slowing down a coach. It is much more effective than a Jake or Engine Brake and Quiet, no noise. It is virtually a big internal turbine at the back of the transmission that when activated flows the trans oil to it and allows the braking at the driveshaft to the drive axle and does not use the engine. A Transmission Retarder or an Engine/Jake brake cannot be installed together, it has to be one or the other. I have the Transmission Retarder in our ih-45 and am very pleased with it. Compared to the engine brake I had in my Exec with the DD60 it is much more effective and I like the fact I have more control over the braking with the Six Position Joy Stick. Depending on the amount of use and position selected it will raise the Tranny temperature. On descending many long 6% and 7% downgrades I have seen the tranny temp rise around 20 degrees above normal and when back on level ground and turned off the Tranny will get back to normal temperature rather quickly. There is no additional maintenance required if the transmission is equipped with the Retarder.

Do you have the wiring schematic manual for you coach. You will need it to properly chase down you wiring problem, Without it, it is like looking for a needle in a haystack. On the distribution panel where the 7.5 amp fuse is located, there is also a 20 amp fuse. The 7.5 amp fuse is labeled F-19and is for the vacuum generator. The 20amp fuse is labeled F-13 and powers the AC control in your dash. You need to check these fuses and check for power. There are several fuses that control the functions of the cab AC and also a few relays. The distribution panel will be powered up whenever the Ignition is turned on, so the fuses should be hot also.

The front dist panel is connected to the Ignition/run source from the Ignition switch. The dist panel is powered up whenever the ignition switch is turned on thus any or all fuses or components on that Dist panel are powered up and feed other components from that board, such as the AC system. Have you determined if the pump is working by jumping it as suggested. Is that wiring diagram applicable to your coach? I do not have a wiring diagram for your coach. On the 05 Dynasty, Exec, Sig and Navigator there is a 25 amp fuse that powers the AC control in the dash, the vacuum generator and the evaporator fan,

The nipples are the ones that the hoses are connected to on the rear of the heat exchangers. Heat Exchangers that have a hose nipple on the back across from each other, the left nipple looking from the front of the Heat Exchangert in most installations, should be the inlet and the right one is the output. The one hose connection shown in the second picture should be the return hose if it was properly plumbed from the factory.

Easiest way to check the pump is to get two jumper wires and connect it directly to a battery. I carry a small 12vdc 12 amp battery that they use in computer back ups to trouble shoot with. I have a lead with alligator clips. It works well to be able to trouble shoot components at the source without having to remove them. When you turn on the ignition switch you will have power that goes directly to the AC control panel. When you switch the panel from off to any other mode it will activate the pump if the vacuum is low to move the affected actuators. There should be an accessory fuse located in the front run bay that controls power to the AC control. You need to refer to the wiring diagram for your coach.

I am sorry but what I meant is that the pump will only run when the system is low on vacuum. The ignition switch must be on and the AC control selected to a Mode for the pump to have power. The internal sensor in the pump will turn the pump on and off. The round black reservoir stores enough vacuum to assist the pump when you switch modes and prevent the pump from running constantly.

The sensor is built into the pump itself! You will have to replace the pump if it not working. You can test the pump by first removing the Vacuum hose from the pump, turning on the ignition, select a mode other than Defrost and the pump should run continuously until you connect the hose back on the pump. When the Vacuum pressure builds up the pump will turn off, If the pump does not turn off, you have a vacuum leak somewhere in the system. If it fails to run the pump is junk. As Rik stated, most of the failures with these pumps occur because of an undetected vacuum leak and they run constantly. They were not designed to do that.

It is not uncommon that at times the Heat Exchanger can get Vapor Locked. When this happens it acts like blocked hose or failed check valve. The circulation pumps are magnetic driven pumps, not direct drive pumps and are very low pressure flow/volume pumps, not pressure pumps. When a Heat Exchanger gets Vapor locked it will not clear itself because there is not enough pressure from the pump to do so. Look at the check valve and you should see a small 1/4" bolt. This bolt is actually there to help bleed air from the system. With the pump operating slightly open this bolt until you get coolant flow and close it. If you still do not get any heat from the hose to the Heat Exchanger, then you will have to bleed the air out of the Heat Exchanger. THIS IS WHERE IT CAN GET MESSY. To bleed the Heat Exchanger you will have to Loosen/Remove the return hose on the back of the Heat Exchanger and install a short extension hose on the outlet and put the other end in a bucket. Turn on the pump until you get the air out and coolant is flowing into the bucket. Turn the pump off and Re-install the return hose and you should be good to go. Heat Exchangers that have a hose nipple on the back across from each other, the left nipple looking from the front of the Heat Exchangert in most installations, should be the inlet and the right one is the output. If the nipples are mounted to just one side, the top nipple is the inlet and the bottom nipple is the output.

This Vacuum Pump/Generator is from a Ford Diesel Pick up truck. The Monaco P/N is 01802268, the Ford P/N is E3 HT2A451 BA. They are available at any Auto Parts Store and Amazon List them for $70.00. There is only power going to the Vacuum Generator when it senses the Dash AC System is Low or no vacuum. The round black reservoir above the the pump stores vacuum for the Dash AC system to operate and the Pump/Generator keeps it full.

The Monaco P/N for the Radiator is S01806728, the Vendor P/N is RS-5164R. The Fan Blade Assembly P/N is 01806762, the vendor P/N is 36/12-12/35-paq-52J. The original radiator in the Executive, Signature and Navigator Coaches were made of Aluminum from 2004 thru 2006 and had issues with cracking and leaking and Monaco replaced them with a Copper, Brass, Steel Radiator. Do not use an Aluminum radiator replacement. The OEM radiators were built by a company in California, but I do not off hand know the name and they may not still be in business. You might give Source Engineering a call. They may have the correct radiator or they may be able to re core or custom build you one. Look for the vendor name on the fan blade assembly. The fan blade assembly was used in all the side radiator Roadmaster RR10R and RR8R chassis's until REV purchased Monaco from Navistar.

I have to make a correction about the travel weight on my ih-45. Fat fingers are to blame and my actual travel weight is 53,000 lbs+/-. The Foretravel ih-45 does not have a straight axle instead has IFS(Independent Front Suspension) and is rated at 21,000GAWR. The Drive Axle is rated at 23,000GAWR and the Tag Axle is rated at 14,000GAWR. The total coach weight is 58,000GAWR and 78,000GCWR, Front axle weight is +/_ 19,000GAWR, Drive axle is +/- 21,000GAWR and the Tag axle is at +/- 13,000. I do not have to make any manual adjustments to the air in the tag axle for any weight transfer because the Active Air System continuously Monitors and Adjusts the air pressure in each air bag for any load or weight shift and keeps the coach fairly well balanced under all conditions.

Steers are at 115 psi, Drive axle tires are at 105 psi and Tag axle tires are at 95 psi

Despite all the previous posts the simple answer is "NO THEY WILL NOT FIT". The newer coaches,(2009 and UP), that have the 365 tires on the steers are either built on the newer Freightliner or Spartan IFS chassis's that are designed to run with these tire. You will not be able to install them on the Roadmaster RR10R or RR8R chassis without some dire consequences. The 315 will be the largest tire you might safely install on your steer axle. Some of the higher end coaches, Prevost, Foretravel ih-45 and Newell have also started using the 365 on the tag axle. They are doing this to be able to handle the Increase in GVW of these coaches. For Example; my ih-45 Travel weight is 53,000 lbs.

Pressure Pro will do exactly what you are looking for.

If you are anywhere east of the Mississippi River there is a company called Dazzling Details, They are based out of Orlando Florida and will come to you to Remove and Replace the film. Normally it is a two day adventure. They do not use Diamond Shield which is only 4 mills thick. They use the 3M film which is 8Mills thick. They will also do any paint correction before applying the 3M film. They have done many coaches in our group. They did my 05 Exec over 7years ago and it still looks like new. They are Listed in our Vendors list.