CRY1942

UPDATE: Air Throttle Conversion Kit Only ten (10) kits have been manufactured and four (4) remain available. Due to varying installations, the Throttle Cable has been deleted from the kit, but easily obtained from several sources. Price of the kit has been reduced to reflect this change. Sell Doc V3.pdf

Thank you, Ken. We have five kits remaining and that will be the end of the project. Best wishes.

New to the drone world. My son gave me his old drone which I learned to fly and upgraded to a DJI Mavic Air 2 which is a pretty smart toy. Enjoying flying it with a couple of other drone flying friends.

The Air Throttle Kits are available, please contact me at: CRY42@WINDSTREAM.NET. Regards

Hi Marty I sent you an email to the address shown. Charles Marty My email is: cry42@windstream.net In case you do not get my reply to your email address shown.

Marty, sent you an email.

We now have available, the first four (4) Basic Air Throttle Conversion Kits for a Cummins, mechanical, C8.3 engine. These kits consist of Air Cylinder Bracket, TPS Bracket, Throttle Cable Bracket and hardware, new Throttle Lever and hardware and detailed installation instructions. All other components must be purchased locally; Foot Throttle, Air Cylinder, Air Lines and other miscellaneous items as required. Please contact me if interested in more information. We are NOT a commercial company, just two guys trying to help the RV Community with the problem of dead or dying King Control throttle systems. Best wishes,

Air Throttle Conversion Kit please see Classified Section.

Hi Jim At this time, we do not have much to share. Our effort to date is to determine if there is interest in a Basic Kit of Parts. We have just gotten quotes back from our machine shop and hopefully will have more share very soon. We are NOT a commercial company just two guys trying to help the RV Community. It is our intention to make ONE RUN of parts and DONE, to be provided with detailed instructions with photos, parts list and sources of all parts. Regards, Charles Air Throttle Parts List.pdf King Control Conversion to Air Throttle.pdf

Hello: I assume your engine is a Cummins and most likely being a 2003 coach you have an electronic engine; ISB, ISC or ISL ISX or maybe a M11 etc. Monaco's from 1997 and earlier used Cummins with a mechanical fuel injection system which used the King Control for Throttle & Cruise Control. 1997/1998 seems to be the transition years from Cummins mechanical to electronic engines. The Air Throttle Conversion was done on a Cummins, C8.3 with mechanical fuel injection to replace the King Throttle Control. Paperwork with your coach should identify the engine model. Regards

Please PM me, thanks.

This applies ONLY to mechanical, Cummins, diesels, such as the C8.3 with the King Throttle & Cruise Control. As most know, there is NO longer any support for repairs to the King Control. If it fails you will be faced with a conversion to a old fashion wire throttle or air throttle. We have completed a conversion to an Air Throttle on a C8.3 and it works exactly has hoped. If you have interest in an Air Throttle Conversion, please PM me, happy to share the information.

Southwest International Truck Center in Dallas has completed one Country Coach conversion to an Air Throttle and Rostra Cruise Control, reportedly at a large expense. Conversion for air throttle requires a new Air Foot Pedal, Air Lines front to rear, Air Throttle Control Cylinder, Throttle Position Sensor (TPS) and a new pickup for vehicle speed. King Control box provided Throttle Position and Vehicle Speed to the Allison transmission. I am working with an owner who is about 99% complete with his conversion on a Cummins C8.3 and hope to soon have details available. See Coach Conversion Central (.com) for basic information on air conversion.

Bone stock, mechanical, C8.3, no experimenting for me, just drilling the EGT sensor, pre-turbo was enough of an experiment ! LOL. Will be off to Fredericksburg, TX on Friday and look forward to watching how the EGT Gauge works over the mountains (well actually hills here in TX ). Appreciate the input from all, everyone have a great day and travel safe.

VanW; would be interesting to put an EGT on an electronic engine to see what it does. No doubt Cummins years of experience with diesels, they probably have it figured out pretty well. My limited knowledge, but shifting the Allision down on a climb will increase RPM as you suggest and move more water through the radiator to help cooling.

Mike; I agree, temperatures can soar quite quickly. I was surprised how quickly temps can climb and how quickly temps reacted to throttle input. Climbing a mountain most likely will require one to "back off" less fuel being fed to the Cummins and shift the Allison down to a lower gear, will move more water through the radiator. We are making our first trip this week to the beautiful Texas Hill Country and am looking forward to using and monitoring the EGT.

For me, a picture is worth a bunch of words.

Terry, yes, I have read of the sender coming apart and that was my greatest debate, but my shop indicated they had not seen this occur, certainly guess it is possible, time will tell and I will keep fingers crossed that all goes well. As noted, my surprise was how quickly the EGT increased / decreased with throttle movement. As VanWill52 noted, have no doubt under heavy load, climbing a mountain, the EGT can get pretty high, pretty quickly. But I thought the electronic (ISC) type engines would monitor fuel flow and EGT, but maybe not as closely one would think. I read the two suggested article, appreciate the links. For me, I think 1200 is my comfort point and back off once there. Thanks for the input, ya'll have a good day.

The gauge, sender and special cable is from Banks Power (www.bankspower.com). The sender is installed in the exhaust manifold PRE Turbo. I debated a long time about Pre or Post Turbo, but my shop mechanic said they could drill the manifold with no problem and mount it Pre Turbo which would be more accurate. Post Turbo readings can be 300 or 400 degrees cooler, so I am told. I have a great deal of trust with my shop; Carpenters Buss Sales, Elm Mott, TX and went with their advice. Running the cable was the hardest part of the job, coming from the engine, along the frame rails forward, there was an entry point from my single roll out bay (38 foot coach) which comes out under the refrigerator, then forward behind the couch to the dash area. There are other vendors of EGT Gauges that do not require the "special" cable but were out of stock for the longest time and the Banks Gauge was readily available. Good luck and safe travels.

Added an EGT Gauge, Start & Domestic Battery Monitor and USB Charger. This is on a mechanical Cummins, C8.3, have always been curious about EGT temperatures, today was my test drive day.Pulling out of storage, I usually go slow for a time to let the engine warm up. The EGT moved almost immediately from 250 degrees at idle to 450 degrees.Rolling down the road on flat pavement the EGT stayed about 900 degrees.Was surprised how sensitive the EGT is to accelerator changes, small rolling hills, increased accelerator pressure to maintain 60 MPH and EGT climbed to 1100 degrees immediately.As soon as I crested the hill and backed off the accelerator the EGT immediately dropped back to 900 again.From a stop sign, foot on the floor, EGT went to 1100 degrees, as soon as the pedal was released, back to 900 degrees. I have no idea if these measurements are about average or what to expect.1300 degrees is the danger point so I have read.I can see, pulling mountains, the importance of the EGT Gauge on a mechanical engine.I am guess, those with electronic engines the Engine Computer will take care of the injector fuel flow and EGT temperatures. Thought this might be of interest to my fellow mechanical Cummins owners. Travel safe.

Just had both of the Rod Ends replaced on my Drag Link, at local truck alignment shop. I understand "some" Monaco Drag Links do not have removable rod ends. Significantly improved my driving experience.

I had hope to get through the chase way, between the frame rails, where all the electric cables, fuel lines, hydraulic, etc run. Was unable to get a fish tape to go through. Ran my Wireless Ferret down the chase way and sure enough, it is blocked, right before the rear wheels, see photo. From this bulkhead aft, it is wide open, no chase way, cables run along the frame rail to where ever they are going. Plan to make a new small hole in the bulkhead, outboard of the frame rail and into the Water Bay and run forward from there to where the Propane Heater is and then go into the interior and run along the wall to the dash area. Will see if it works out.

Thanks for the input, will give it a try.

We are running Toyo, 295/75R/22.5, $2680.00 out the door for six. My neighbor has run Toyo for 18 years with no issues. Put Toyo on my Honda Accord and they ran much quieter than the almost new Firestones that were traded in.

Excellent write up ! Thanks for sharing.