Room Positioning for Checking Oil Level in the HWH Hydraulic Reservoir

If your coach is a 2000 year model or later and you have slide room extensions checking the proper level of the reservoir depends on the type of extension mechanisms used in your particular year model coach. When adequately filled, the oil level of the reservoir will be approximately one inch below the top of the reservoir. All Foretravel systems are factory filled with Dexron Automatic Transmission fluid.

Year Model	Room Location	Room Position For Checking Oil
2000 to 2001	Living Room	Retracted
2002	Living Room Wardrobe Bed Slide	Extended Extended Retracted
2003 to 2007 (End Unit 6434)	Living Room Wardrobe Bed Slide Generator Slide	Retracted Extended Retracted Retracted
2007 (Start unit 6435) to Present	Living Room Wardrobe Bed Slide Generator Slide	Extended Extended Retracted Retracted

For additional information see the maintenance section of your specific HWH Operator’s manual page(s) MP44.0014, MP45.120G, MP45.5055, MP45.996C or MP45.998C.

Fault Indications and Reset Procedures for the Prosine 2.5 Inverter

There are still many of you traveling around the country in earlier model coaches that have a Prosine 2.5 Inverter/Charger. These units were installed as original equipment on coach year models 1999 through 2005. If you encounter a fault condition with this particular Inverter/Charger here is some information that may be helpful.

When a recoverable fault occurs usually there will be an indication on the Prosine Interior Remote Control panel.

Control Panel Indication	Fault Condition
16.75 Volt LED and Warning Light blinking	Battery Voltage Too High
10.00 Volt LED and Warning Light blinking	Battery Voltage Too Low
400 Amp LED and Warning Light blinking	Battery Current Too High, probable AC Overload
Warning, Fault, Temp LED’s blinking	System Over-temperature
Warning, Fault LED’s blinking	Communications error or temporary fault

For fault conditions that don’t appear to correct themselves, you can power down the Prosine Inverter/Charger and reset it by sliding the “BYPASS/ON” switch located on the side of the inverter chassis to the “BYPASS” position, wait for a few seconds, and then switch it back to “ON”

NOTE: The “BYPASS/ON switch is very delicate and is not readily visible from a distance, use every caution not to damage the switch while attempting a reset.

If the fault is not corrected by this method, it may be that battery power input will need to be disconnected, to accomplish a battery disconnect reset:

1)      Turn off the battery charger and inverter on the interior control panel

2)      Slide the “BYPASS/ON” switch to the “BYPASS” position.

3)      Disconnect the DC Negative battery cable from the base of the Inverter chassis.

4)      Wait 15 minutes

5)      Reconnect Negative battery cable

6)      Slide the “BYPASS/ON” Switch back to the “ON” position.

7)      Reconnect shore power if available and check to see if faults are cleared.

After attempting these resets, if the unit still does not operate or has continuous fault indications it should be taken to a qualified service center for further diagnosis.

Refrigerators

Many times we forget that even though we live in an age that nothing seems impossible, some things as far as motor home enthusiasts are concerned are not possible. One of those things is cooling performance of an absorption unit versus the compressor driven unit that you may have in your home.


The absorption units that are in most motor coaches are in fact designed to conserve as much energy as possible. But, they also perform very well when properly maintained. While “camping” is not what it used to be, it is now a word that is all but obsolete with the luxuries that time has afforded motor coach owners. For a motor coach to be completely self sufficient, there is a need to conserve on board resources as much as possible, hence the need for a refrigerator that can operate on two or three different sources efficiently.

The refrigerators that are in coaches today are a much more sophisticated machine than the compressor driven units we have at home, where you plug them into an isolated 15-amp 110VAC circuit. These home units are very power-hungry as compared to the units you have in your motorhome. When running on AC voltage, absorption units only draw about 2.5 to 3.0 amps. The absorption unit actually extracts the heat from inside the food compartment slowly. Once the heat is removed, all that is left is cooler air.

There are a few simple steps that can help you get the most out of your refrigerator.

1. Start the refrigerator the day before it is to be filled with food.

2. When the refrigerator is being filled when preparing for a trip, the frozen foods should be pre-frozen before placing them in the refrigerator. Ice making should be avoided until the refrigerator has cooled the lower compartment to the desired temperature.

3. Air circulation within the food compartment is important for proper cooling. DO NOT place paper on the shelves or overfill the compartment with large cartons, etc.

4. Do not put hot food in the refrigerator. Allow it to cool to room temperature first.

If you believe your unit is not cooling as it should, one check you can perform is to check the doors for proper sealing. A simple method of doing this is to close the door on a dollar bill, then pull the bill out. If no resistance is felt, the gasket is not sealing properly. This should be done on all four sides of the door (complete length of the gasket). Also check the rear of the unit for any blockage by opening the side vent and look all the way up the rear of the unit to make sure you haven’t got any stowaways such as birds and their nests. If you are not able to see all the way to the roof vent, then remove the roof cover and check the back of the unit as well. Drafting in the rear of the unit is very important for a proper cooling refrigerator.

To test the unit for proper cooling, place a thermometer in a small container of water and place in the center of the main storage compartment. Set the thermostat to it’s maximum position, close the door and run unit on AC power for 10-12 hours, check the thermometer at the end of this period you should have a reading of 36-42 F. If you do not get this temperature then you should contact your nearest service center for repairs.

Also the burner assembly and the flue should be checked and cleaned annually.

Foretravel Alternators and Isolated Battery Charging

Foretravel coaches are equipped with what are termed “externally excited” alternators.

These are not the same alternators used in the large trucks that run on our nation’s highways.

This fact is often misunderstood in a majority of large truck repair shops. Often

Foretravel customers must utilize these shops when they experience charging problems

on the road. Most of these truck repair facilities are only familiar with what are termed “internally excited” alternators which maintain a single bank of batteries (12 volt supplied to the large output post continually).

Foretravel, as well as other coach manufacturers, utilize a battery isolator in the alternator charging circuit. The alternator must be able to maintain two separate banks of batteries, one bank for the house batteries and one bank for the engine batteries, at a particular set voltage.

When a battery isolated system is used, the alternator has to be turned on, excited, from an ignition source. That process is termed “externally excited”. During testing with the main engine not running, there will be no voltage is present on the large positive output terminal of the alternator.

The alternator that Foretravel employs has two large terminals, one positive and one negative, on the back, as well as two small terminals. The two small terminals tell the voltage regulator what to do. One small terminal is labeled DUVAC and the other small terminal is labeled IGN.

The DUVAC terminal monitors (senses) the output voltage. The sensing wire runs from the DUVAC terminal directly to the engine battery side of the isolator on 2000 year model Foretravel’s to present. Earlier models sensed from the remote start panel.

The IGN (ignition) terminal turns on (excites) the alternator to start charging. This circuit is powered up when the ignition key is turned on. The only way the ignition terminal voltage will affect charge output voltage is if no voltage is present. It takes minimal voltage to start the alternator charging (7-7.5 VDC).

When checking the output voltage directly at the alternator while the alternator is charging, the output voltage will read higher than at the batteries. This is because there will be approximately a 1 volt drop from the output terminal of the alternator to the actual charge voltage at the engine battery terminal. This drop occurs in the isolator and associated wiring to the batteries.

Example: When reading the output voltage at the alternator with fully charged batteries and a properly functioning alternator, your readings should be approximately 15 volts dc (+/-), this in turn will allow for a maximum voltage at the batteries to be 14.1 vdc (batteries allowing for a normal 1volt dc drop in voltage through the isolator).

Checking Transmission Fluid Level from the Cockpit

With your Foretravel you are able to check the transmission fluid directly from your pilot seat. Allison Motorhome Series transmissions have an oil level sensor (OLS) that allows the operator to obtain an indication of fluid level from the shift selector. It is important that the proper fluid level in your transmission be maintained at all times because the transmission fluid cools, lubricates and transmits hydraulic power.

In later models there will be two types of push button shift selectors, the WTEC III or the Allison 4th generation (for information on earlier models shift selectors contact Foretravel Technical services).

WTEC III Controls displays fluid level Allison 4th Generation Controls displays

diagnostic information one character at fluid level diagnostic information two

a time. characters at a time.

1) Park the vehicle on a level surface, shift to N (Neutral), and apply the parking brake.

2) On the push button shift selector simultaneously press the↑ (Up) and ↓ (Down) arrow buttons.

NOTE: The fluid level check may be delayed until the following conditions are met:

• The fluid temperature is above 140°F and below 220°F.

• The transmission is in N (Neutral).

• The engine is at idle.

• The transmission output shaft has stopped.

• The vehicle has been stationary for approximately two minutes to allow the fluid to settle.

A delayed fluid level check for transmissions with WTEC III controls is indicated by a (-) DASH in the display window followed by a numerical countdown. The countdowns start at 8, indicates the time remaining in the two minutes setting period. The delayed indication for Allison 4th Generation is indicated by a flashing display under SELECT and a digit countdown from 8 to 1 above MONITOR.

• Correct Fluid Level – “o L” (represents “Fluid (Oil) Level Check Mode”) followed by “o K”. The “o K” indicates the fluid is within the correct fluid zone. (The OLS display and the transmission dipstick may not agree exactly because the OLS compensates for fluid temperature.

• Low Fluid Level – “o L” followed by “L o” (represents “Low Oil Level”) and the number of quarts the fluid is low. Example: o L L o 0 2 indicates fluid is low by 2 quarts.

• High Fluid Level – “o L” followed by “H I” (represents “High Oil Level”) and the number of quarts the fluid is high. Example: o L H I 01 indicates fluid is above the full level by 1 quart.

Any temperature below 140°F or above 220°F will result in an Invalid for Display condition. See your Allison Operator’s Manual for more info on this condition and complete details on checking transmission fluid.

Driving Tips with your Allison Automatic Transmission

Situation:
Highway Driving

Technique:

Operating in the “Drive” mode is recommended for normal driving conditions to reduce engine RPM for maximum fuel economy. Your Foretravel is equipped with an Allison Transmission with a secondary shift schedule option “mode selection button”, the mode should be “ON” for secondary mode versus “OFF” for the primary mode.

Situation:

Mountainous Driving (Up & Down Terrain)

Technique:

Manually pre-select a lower gear in order to maintain engine speed within a range of 500 RPM of engine governed speed. Road speed may decrease but power (torque) will remain at peak output while ascending a grade. When descending a grade, never use a higher gear than was used climbing that same grade. The selection of a lower gear will also minimize cycling between a gear and the next gear on a series of short up & down hills.

Situation:

City Driving (Stop & Go Traffic)

Technique:

Select the highest range that will allow the vehicle to reach the speed you expect to maintain between stops. This will minimize cycling between a gear and the next higher gear while driving in stop & go traffic conditions. When traffic conditions return to normal, move the selector back to the DRIVE position.

Situation:

Driving on Ice or Snow

Technique:

If possible, reduce your speed and select a lower gear before you loose traction. Select the gear that will not exceed the speed you expect to maintain. Accelerate or decelerate very gradually to prevent loosing traction. It is very important to slow gradually when a lower gear is selected. It is important that you reach the lower gear selected before attempting to accelerate. This will avoid an unexpected downshift during acceleration.

Situation:

Engine Braking

Technique:

To use the engine as a braking force, select the next lower gear. If the vehicle is exceeding the maximum speed for this gear, use the service brakes to slow the vehicle. Engine braking provides good speed control for going down grades. When the vehicle is heavily loaded, or the grade is steep, it may be desirable to pre-select a lower gear prior to the grade. The transmission control system will inhibit a shift into any range at a speed that will cause engine over speed. Any lower forward range may be selected at any time, but the actual engagement will not occur until road speed is reduced – downshifting is progressive as road speed decreases. The inhibit effect will cause downshifts to occur at slightly higher speeds than normal automatic downshifts.

Battery Types

The two battery types that have been used in your Foretravel house system over the last decade or so are Valve Regulated Lead-Acid (VRLA). Commonly known as either a gel (Gelled Electrolyte) or an AGM (Absorbed Glass Matt).

How does a VRLA battery work?

A VRLA is a “recombinant” battery. This means that the oxygen normally produced on the positive plates of all lead-acid batteries is absorbed by the negative plates. This suppresses the production of hydrogen at the negative plate. Water (H2O) is produced instead, retaining the moisture within the battery. It never needs water and should never be opened as this would “poison” the battery with additional oxygen from the air.

How are a gel battery and an AGM battery similar?

Both are lead-acid storage batteries that:

• are sealed using special pressure valves and should never be opened.

• are completely maintenance free other than the connections should be retorqued and the battery exterior cleaned periodically.

• uses a recombination reaction to prevent the escape of hydrogen and oxygen gases normally lost in flooded lead acid battery (particularly in deep cycle applications).

• are non spillable, and therefore can be operated in virtually any position. However upside down is not recommended.

How are a gel battery and an AGM battery different?

• an AGM is an electric storage battery that has its entire electrolyte absorbed in separators consisting of a sponge-like mass of matted glass fibers.

• a gel battery uses thixotropic gelled electrolyte. (sometimes fluid and sometimes gel: becoming fluid when shaken or stirred and returning to a gel state when allowed to stand)

• Both are considered as “acid starved”. This condition of both protects the plates during heavy deep-discharges. The gel battery is more starved, giving more protection to the plate; therefore it is better suited for super-deep discharge applications.

• Due to the physical properties of the gelled electrolyte, gel battery power declines faster than an AGM battery as the temperature drops below 32°F. AGM batteries excel for high current, high power applications and in extremely cold environments.