You see a starting battery it says “reserve minutes” that’s the time Than “coach ” batteries, IE: a starting battery can dump 600+Ĭranking amps to get the starter going but don’t have long term reserve Starting batteries have different discharge rates The voltage would drop considerably if we didn’t have lots Starting “bank” the reason we like more AMPS is that AMPS crank the But in reality, I can only use 50% because we only want to discharge our batteries down to 50% to ensure long life. On the coach “bank” it’s common to have 2 or more batteries to give you more AMP hours (Amps divided by load equal AMP hours available) IE: if I have 1000 amp-hours capacity and use 10 amps of current per hour I have 100 hours use. The voltage stays the same the available amperage increases.Ģ. It doesn’t matter how many batteries you have in a bank (let’s call Starting one “bank” and Coach another “bank”) if the batteries in a “bank” are connected plus to plus, negative to negative then it doubles the available amperage (if they are both 12-volt batteries then the result is still 12 volts) but the amperage is the sum of the batteries in the bank added together, you could have 2 or 200 batteries in parallel, It doesn’t matter. House and chassis battery banks. Brett Wolfe when theĭash “Combine/Boost” button is pushed, this solenoid connects the That is the one I replaced with the Blue Sea unit which is more expensive but rated for SIGNIFICANTLY higher amp loads than the OE solenoid.īattery “Combine/Boost” solenoid. Located under the dash (at least on ours).īecause of the high amp draw that can be run with the ignition on/driving (lights, dash A/C fan, wipers, etc), a solenoid is used, since running all that current through the ignition switch would burn it out in short order. Switch to flow significant house battery amperage to engine starter. by The type of heavy-duty solenoid we should also use for start-battery boost Working right at their design limit, we switched to the one below: PN 9012 – The same problem, and after replacing two of them that went bad and were The other two push-on spade connector are hard to follow but are relay’s coil connections that are live when the ignition key is turned on. Terminals #87 (bolt) are connected to different circuit breaker bars. Terminals #30 (bolt) are connected to a large start-battery connection with heavy wires. Two terminals have bolt terminals and two terminals have push-on spade connectors. The nominal operating current is 300 ma. ($18.75) The power terminals have #10/32 screws and the coil terminals are 1/4″ male quick disconnects (spade terminals). It can be used to turn on 12 volt loads of up to 75 amps. Enclosed single pole single throw relay has one set of contacts that close when power is applied to the coil terminals. Bosch sold their power relay line to Tyco and this replaces the Bosch # 0 332 002 150 relays. Ignition relay powers 14 circuit breakers, the other powers 11 circuit There are two identical relays, each powering different circuit breaker bars. It appears to have been manufactured with these two relays to control ignition loads. I don’t know if our coach has been upgraded. I took off our dash cover and checked our ignition relays located on the panel bottom center. There is a kit thatĬan be purchased from Foretravel. Upgrade is two solenoids that replaced the one solenoid. Spring and we had a hard time finding a continuous duty solenoid that handled Quality of the solenoid vendor? My front solenoid died on me in Yuma early this The UPGRADE, did they go to a higher amperage solenoid or just improve the Sounds like this may be your problem. Raymond and Babette Jordan I do not know how far back the problem went.

Again, Foretravel has upgraded the system.

When my coach stopped, like yours, I crossed the solenoid, everything started. It looks like a Ford style from the sixties/seventies. On my 97, just in front of the passenger seat, the dash panel removes, and there is a solenoid near the bottom. James Triana let me know there was an upgrade/remedy for this. There was/is a solenoid problem in the mid-nineties Foretravels. My thinking is the solenoid gets too hot, quits working, then cools, and works again. Raymond & Babette Jordan A call to Foretravel, a few instructions on crossing the solenoid, brought us back to life. Usually, just a few minutes sitting, and it would work again. This started happening after an hours-long run. Turning key further to the right, to start, would do nothing. Nothing that normally came on would work. With our 97 U 320, when turning the ignition key to the right, nothing would activate.

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