Thanks for the inputs. I will start tabulating the data and when we get several, I will put out a summary. Keep them coming. Any breakdowns that you had in the past couple of years will be helpful. Also any new ones, but we hope they are few.
If you find several days that I do not chime in, it is because I am on business travel and sometimes do not have internet access if I am traveling international.
"No one can guarantee success, only effort."
Bob & Fran
2005 Coachmen Sportscoach Elite 40 ft DP
2012 Chevy Malibu
Ready Brute Tow Bar
Ready Brake Tow Brake
Had just bought used Monaco Windsor, DP and had left Mountain View AR, and had drive approximately 60 miles (in mountains) and got to St. Joe AR on two lane road (Hwy 65) and lost all power. Engine would idle, transmission would shift but throttle pedal had no effect on engine. Called Cummings, and they told me to check the KING CONTROL, which operates remotely from the throttle pedal. I checked it by manually moving the fuel input level and the engine functioned normnally. I called King Controls, who sent me a new one overnight at the cost of @500+. I installed it and it worked fine until I got back to Florida and then malfunctioned again. I again contacted King Control and they sent me another one. I installed that one and it has worked good for two plus years.
Ken & Jo Ann 1997 Monaco Windsor
FMCA 188386, 1995 Nissan Pick-up toad
RV particulars:92 Dynasty 36'
Driveline (Engine, Transmission): Cummins 8.3 TI 250HP, 6 spd Allison MD3060
Break Down Description: Catastrophic failure of left front wheel bearing while doing 65 mph, 300 miles after I had paid a F. L. dealer to repack them both sides
Symptoms: Felt like a blow out and that I was riding on the rim
Effect: came very close to losing control
Cause: some ?@$*^!! idiot not doing the job correctly
Outcome: Had to have spindle, hub, bearings replaced. Keep both hands on the wheel now at all times, except when stopped. I will now provide service centers with manufacturer's service info (procedures, torques, etc) when having work this done. I will get service facility to write exactly what they did, so I will have documentation.
2001 Winnebago Journey DL. 330 Cat, 3000 MH Allison.
Vehicle still very new, near Palmdale, CA.
Hit a DIP in the road, after which the front end bottomed.
An 8-inch arm had come loose from the anti-dive air valve.
Held on by a flimsy grommet; happened 3 more times over 2 years, but I recognized it each time immediately. East to put back on, inboard of the right front wheel.
Same trip, the fuel gauge went to "0" in the middle of that desert, 100+ degrees. Kept on truckin'. Started the genset, which ran longer than a minute, telling me the fuel tank/quantity was OK.
Next engine start fuel read OK, one air tank read low.
It was a CADC or something like that---other indications were low oil pressure. Always something different, till I got to Freightliner.
They overnighted one in, no charge. Happened again a year later.
Again, overnighted and replaced at no charge.
2003 Imperial, 400 Cummins ISL; '96 Town & Country. Full-timer and loving it.
Please note the original post has been edited. At the suggestion of Big Dave I have added an area for a description of the problem that might aid those who read it. We will continue to improve it until it becomes really useful. Thanks for the help.
Date of incident July 5, 2003
RV particulars: Sportscoach lll
Driveline Chevy 454 turbo 400
Break Down Description: Engine Fire
Symptoms: Engine Temp Gauge went to zero, about 15 miles from Menomee,MI about 10 miles from town heard "whoossing sound" then when we entered town and stopped at first traffic lite, front of coach was covered up with Smoke & Steam
Effect: Engine fire burned wires and vacuum lines on top of engine, carb damaged.Replaced hose section, added water to radiator and drove to a city owned CG.
Cause: Heater return hose at engine block ruptured and sprayed a fine mist of engine coolant onto top of engine. Fire started when we stopped at traffic lite. Until that point coolant had vaporized with airflow, but with no airflow when stopped exhaust manifold heat ignited anti-freeze.
Outcome: Replaced all hoses & lines on top of engine , replaced carburator, replaced several electrical comnnectors, replaced charcoal canister (fire travelled down hose and blew out bottom of canister) Replaced # 6 & 8 spark plug wires. Insurance job, but we spent 11 days in MI waiting fire inspector and Chevy Dealer to fix it.
86 Sportscoach lll
Safe T Plus
Driveline Cummins 275 Allison 6-spd
Year:1999 Coachmen Sportscoach
Break Down Description: Driving west on I-10, 150 miles from Houston. Engine overheating. Coolant level fine. Slowed to 60 m.p.h. and stopped dash a/c. Made it to California to a Cummins dealer. Split exhaust manifold. Turbo shot. Hole in turbo exhaust pipe. Engine side of radiator blocked with gunk because Freightliiner does not install the road exhaust tube to prevent oil blow-by after moving the radiator to the rear of the engine. Total cost to me: $4300 out-of-pocket. Story gets better as I am headed home (Florida). Bottom line: $7300 from me, zero from extended warranty or Cummins.
Retired SMCM(MDV) USN 30 years
3 'Nam Tours
As of 11/04 Full-Timing with:
2003 Gulfstream Friendship, Quad slide
1 lovely wife
and 1 sassy Bichon
This is the second thing that I am hoping we can do with this thread if it goes well. If we can start to collect enough data that we can see trends, then my future plans are to contact the manufacturer(s) concerned and share the data with them. Hopefully, they can make sometimes small changes that will prevent further recurrance and maybe we will find some cheap fixes for those of us who have units now. I have already been successful in one instance with one manufacturer. All that was required was the changing of how some wiring was connected, no additional cost to the manufacturer other than changing some drawings and an assembly instruction.
This gives me something to do that is productive as I try to wind down my consulting business (not computers or related to the RV business) and have more time available. I have started setting up a database but that is not easy if I want to be able to search out specific problems later.
Driveline (Engine, Transmission): Cummins 5.9, Allison 4 spd
Break Down Description: (You can add any description of the problem here that you think would help others in understanding the situation and problem.)
Symptoms: Engine wouldn't start after overnight stay
Effect: No start condition
Cause: Mis-adjusted shift linkage
Outcome: started normally when shifter moved to neutral position. Readjusted linkage after reaching destination. Problem solved.
Test pilot for Acme products
'93 Southwind DP, Oshkosh Chassis
5.9 190 hp Cummins, 4 spd Allison