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Thanks, I'll do some searching. After several coaches, this is my first one without jacks and my first Roadmaster chassis.

Then you rely on the air suspension to keep the body up? There must be body support places to support it for changing air bags.

Thanks. It was the chassis to frame area to block that I was wondering about. I won't be doing any changing, however, I want to know where in the event it's needed. I'd like to know it's being done correctly and safely.

Where are the jacking/lift points on the Roadmaster chassis with air leveling? I assume the axles, but does one rely on the air bags to remain inflated to change a tire?

Without turning the key on, does the peddle go to the floor or engage the brakes? If it engages, the Brake Buddy should work. The toad brake supplier will have a procedure if it's doable.

That's what I will do. I have to wonder if Monaco had a certain controller in mind.? DId they offer one at some time as an option?

Is there by chance a controller that will just plug into that harness? I guess that would be too easy. I've seen adaptor harnesses, but none to fit the Monaco harness. 🙂

My '13 Tiffin had a brake control wire running from the dash to the 7 pin receptacle at the hitch. I just had to wire a controller to it at the dash. Does the 2006 Monaco Executive have that same wire? If so, where would it be?

I've had the M&G on three Avalanche trucks in the last 18 years. I was able to transfer it from the 2nd one to my current 2013 Avalanche (6400#), It has worked flawlessly. My new to us Executive already has the correct connecter on the back and it tested out as it should. Everyone has their favorite towbar and they all work well. The 10,000# Blue Ox has been my choice and has worked as designed including backing up "cautiously".

It looks like I will be ok with the Ugly Fix, as I have always driven conservatively. I run about 62-65 and try to keep the RPM at 1800-2000 on the long uphill pulls mostly for cooling. On shorter 1/2 mile hills, I generally let the transmission pick the gear. The ISM is new to me, but hope to find the sweet spots after a few trips. Thanks to all for the informative comments.

What did Cummins do for exhaust temps at lower altitudes before adding the EGR to the ISM in 2002. If one keeps the RPM at 1800 on a long climb, would that be enough to avoid a problem. On my Bus with the 450 ISL, I would back off 2-3 mph from maximum speed on a long (1/2 mile or longer) climb. No problems in 84,000 miles.

Tom, one source stated that the ISM did not have a DPF. Another stated that the DPF was introduced in 2007 on the ISX engine, but it didn't say it was added to the ISM. Where would it be located? An engine serial number check with Cummins would confirm yes or no.

I had read all of the posted articles (a couple of times) and am considering installing it. My concern is not knowing the EGT on a long mountain climb. Would a long climb at 3,000' be much different than 7,000' when the EGR valve is closed anyway? Yes, the air is denser, but the turbo should compensate for that.

Is there a downside? Will it potentially harm the engine on a long full throttle climb? I can't imagine that it would as it's already closed above 7,000'. Has anyone ever reported engine damage directly related to the EGR being permanently closed?

I've been reading of the EGR valve regularly failing in the Cummins ISM 500 engine. Some have gone with the "Ugly Fix" which keeps the EGR closed. It will stay closed on its own above 7,000' anyway, so I'm wondering what harm could come if it remained closed all the time? The engine oil will stay cleaner without the exhaust soot contaminating it. Some claim the engine will run cooler as well. Any on the forum have firsthand experience with it?

Thank you Tom. I had already downloaded the Owners manual and a lot of reading. I'm hoping to find a seasoned Monaco owner in the Lake Havasu City, AZ area to learn from. This coach is far more complex that our last Tiffin Bus. It is also superior in build quality than anything I have owned in the past. Hopefully, it will help us enjoy the next few years before we park it. I appreciate all of the help from this forum and look forward to meeting some. We will run down to Quartzite in January to stock up on some of the items we gave away last year when we sold or Bus and thought we were done with the MH life. It's almost like a new beginning. Stay safe. ..

My chassis batteries are mounted inside the rear engine door. The four 12 volts in the lower tray are not deep cycle. They were new in 07/23 but they appear to be automotive starting batteries. I suspect I would be better off replacing them with four golf cart ones to match the two in the top tray. We won't be doing any dry camping, so maybe it doesn't matter. I've read that the 4 extra batteries det44 has was optional. Just thought the inverter/charger needed to look at the same style batteries to adjust the charge. Maybe not?? I had six 300 amp Lifelines in our Allegro Bus that were still good after six years when we sold it.

Our new 06 Executive has 8 batteries. Two 12 volt chassis and six house. The chassis are correct, but I'm pretty sure the house configuration is wrong. The top slideout tray has two 6 volt Golf Cart 215 amp units dated 7/22 hooked in series. The lower tray has four "Quick Start" 12 volts wired in two banks of two hooked in Parallel. That can't be right for an all electric coach. The 12 volt batteries are dated 7/23. I don't see how the inverter/charger could monitor and charge adequately to say nothing of amount of time to discharge. What is the correct package for this coach? EDIT. Talked to Doug. He has a "hybrid" Top tray which should have had FOUR 6VDC now has only TWO. Bottom Tray has the Four 12 VDC, but they are all in Parallel and NOT TWO in series and then those in Parallel. End of EDIT

I do it partly for a safety factor, but more for the temperature changes as we travel, although, I don't think the tire is any safer above the minimum set be the tire manufacturer. It's more of a "convenience factor". If you set the exact pressures on a 70 degee day, you would be driving on under inflated tires when you start out on a chilly 40 degree day. Setting the pressures 7 or 8% high on a 70 degree day, I only adjust the pressures once or twice year traveling 8,000 miles in temps ranging from 35 up to 95 and altitudes from 450' up to 11,000'. It's never below the minimum for the load. But, that's just me.

Yep. I weigh each position and carry 5-10% above the load inflation chart.

Thanks Tom for your explanation of the system and others for your helpful replies. It turned out that my only problem was not knowing about the fan control under the kitchen counter and the one in the bathroom. Thanks Frank. I fired them up this morning and we have heat coming at every register. The bathroom just has an on/off switch for the fan. No fan speed control for the bedroom or front lower dash register that I can find. The heat exchanger in the lower water compartment is warm but the ambient temp is not cool enough to turn on the fan. Thanks for the help. I'm sure there will be more to come.

A lot depends on what the extended use will be. Our WI home is in the middle of irrigated cash crop farming. Sweet corn, potatoes, beans, and peas are grown for processing. Independent truckers and farmers haul these crops from field to storage or processing plants. I was one of those farmers for 20 years. The trucks were only used for a few months and rarely over 15 miles loaded per trip, so older tires were good far longer than what an RVer would call safe, especially on a semi trailer, as the loaded weight on any one tire is only 4,000#. Checking with independent truckers will lead to someone who has a need/use for RV takeoff tires.

Mine were 295/80/22.5, however, I think 275 is more popular along with the 11R/22.5. At $100-$150 per tire, it takes the sting out of a new set.

My practice in the past has been to run new tires for 5 years. Then replace them with new and sell the takeoffs to a seasonal trucker hauling produce from field to processing plant. The trucker puts them on a trailer and can run them for several years. This keeps me in new tires every 5 years at a discounted price.

That is what it has to be. Both were off this morning. I'll fire it up in the morning to confirm. As usual with something new to us, we didn't comprehend all that was being shown to us. It's almost like being back in school again with all we have to learn/relearn. At least our brains will get exercised. Thanks for your help.