June
Forum Replies Created
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Colt,
Use the inverter disconnects, turn off for 30 seconds and then turn back on. That may clear the gibberish, sort of a reboot. You can do the reset, but if you made any adjustments from the original Marathon settings they will be gone. Making setting changes on the Trace 4000’s is very easy.
Best to let Melissa do it.
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Bill…
Other guys here can speak to this perhaps better than I can but the brake pads will have grease all over them…must be cleaned thoroughly….problem is complicated by the fact each connecting bolt in the pad is recessed and the recess is full of grease…. a constant souce of potential coating for the brake pads.
Pres
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My aux compressor in the gen bay is 120v. The regulator is a common air compressor regulator you can buy at the depot. I just recently changed mine out. I have an on/off switch on the panel to the left of the drivers seat. The circuit breaker is located on the panel in the bedroom.
If you have a 12v compressor, the circuit breaker would be located on the DC panel in the bedroom or wherever your’s is located.
130 PSI is to high, I have mine set at 90. The pocket doors, gen air bags, floor slide, etc. are all low regulated pressures.
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Need more info…yes
What comes to mind is the loose wire crimp on back of 50 DN alternator .
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We only have one battery charging gauge in our instrument cluster. It is not safe to stop anywhere (on the turnpike). Will stop and check the voltage on the altenators as soon as we can find a safe pull out. At least we are headed to the right place! Will keep everyone posted once we have more data 😉
June
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Since Jon does not frequently dry camp, a single tank works for him.
We do dry camp and never open our gray tank dump valve. However, at the push of a button a slight drip developes from a gray tank leak that is very similar to the condensation drain runoff from our roof from our roof air conditioners. Having the ability to control when that leak occurs is important to us. That would be impossible with a single tank system.
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I’ve arrived at the same conclusion that Steve has. And to think many of could be, should be, will be, and already are repeat customers.
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I signed up. Not a deal breaker just another reason i’m on the heathen list.
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Gerald mentions a little discussed point.
As a periodic check, relax your belts and spin the idler pulleys. If you hear a “growling” noise or feel some resistance to turning replace the pulley or the bearing. We have had numerous reports of failures and it is not a big or expensive fix, but if there is a failure on the road it can get expensive.
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Yep…. James and Jennifer are great to deal with and do excellent work and they are PC advertisers !! Doesn’t get any better than that !!
Cheers, Diane
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I hope everyone realizes we all may have different comfort levels.
I worked in a commercial laundry as a kid during the summers in Secaucus, NJ. 90 degree daytime temps were not unusual. At the end of the day when leaving work I needed a jacket because after working in 110 to 115 degree temps all day long due to the dryers and clothes presses I got chilly as a result of the instant 20 to 25 degree temperature drop when I left work.
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My understanding is that some of the late 2014 and all 2015 GMs have a locking steering column and it simply requires a battery cutoff switch in order to keep the steering unlocked. A PIA but worth the sacrifice… A lot of problems in the beginning with them trying to fugure it all out but I think they even have had several fixes some good and some not so good… we are used to it now so it doesn’t bother us at all… but our old Suburban was a breeze to do.
The 2015 is so superior to the 2014 and older models its worth the extra effort to us.
I will have to check what kind of battery cutoff switch I bought it was a marine grade big red thing… maybe Guest brand. I had Chevrolet install it so the warranty would not be effected.
Cheers, Diane
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Tom,
I will surely check to see if a large coach will fit.
Would really like to know if anyone has taken a Caravan trip.
Thanks,
Mark -
Peter,
Yes, I have been using the retarder as you described. Set it to the lowest setting and use it when I only want it to come on with the brakes. For other times (coming down grades) I set it to two or three (really never gone past three) and let it come on as I come off the accelerator pedal.
I just couldn’t recall if I had seen the temps rise while it was working so hard. Could have been I was paying more attention to what was happening in front of me or around me to watch the dash/gauges.
Outside of that, I need to really figure out how to use the upshift/downshift for climbing/descending and get optimal power to climb and use some of the engine to brake on the descents (although the retarder seems to do just find by itself for that).
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I use an X-12 that I have had for years if I don’t have access to an impact wrench or to torque my wheels when replacing them. It is pricey but very effective.