Diesel Pusher Motorhome Service for Placentia Owners

Rear radiator and CAC cores load up with road debris and oil film from the back side where nobody looks. The result is a coach that runs fine on flat ground and climbs into high coolant temperature on a grade. We pull and clean or replace the stack, and we check the CAC boots and clamps for the boost leaks that follow a hot core.

The Onan quiet diesel generator sits on a slide tray so it can be pulled for service. Those trays corrode at the rails and the rollers seize, and by the time the generator needs work the tray will not move. We repair or replace the rails, free the rollers and reseal the compartment so water stops sitting in the pan.

Basement air units and their ducting run through the same crowded bays. Condensate lines back up, duct joints separate and the return path gets blocked by whatever the last person stored in the bay. It is unglamorous work, and it is why a coach that cools fine in Yorba Linda in March struggles in July.

We start by isolating the leak rather than replacing bags. Air bags themselves are usually fine. The failures are typically at the leveling valve linkage, the ride height control, a chafed air line running through a frame crossmember, or a fitting that has vibrated loose over a decade. Soap and patience find it faster than a parts cannon.

Air brake and ABS work follows commercial practice: slack adjusters, chambers, the air dryer cartridge and the ABS sensors. On a coach that runs a few thousand miles a year these are almost always overdue, and the air dryer in particular is the part that decides whether the rest of the system stays dry and alive.

Ride quality complaints get Koni FSD shocks, a SuperSteer or Safe-T-Plus steering stabilizer and a hard look at front-end geometry, along with tag axle pressure if the coach has one. A tag axle set wrong will make a 45 foot coach wander and scrub the steer tires, and no shock package will cover for that.

Prep is most of the labor. Removing awnings, compartment doors, lights, mirrors, badges and slide trim, then sanding and correcting a 45 foot body, is where the hours go. Body and Paint bills at $210 per hour and a full-body repaint on a large coach commonly lands between $16,000 and $45,000 depending on scheme complexity.

We shoot and verify sprayout cards before the coach goes in the booth, and we blend gel coat sections rather than hard-edging them. Slide rooms are painted so they match in both positions, which sounds obvious and is routinely missed on coaches painted somewhere cheaper.

Body damage on a diesel pusher usually needs to be sorted before paint anyway. Front cap seams, slide corner cracks, compartment door alignment and the roof-to-sidewall termination bar all get addressed while the coach is stripped, since half of that work is already exposed once the trim comes off. Placentia owners can drop the coach and leave it with us for the duration.