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Technical Support / Re: No power for brake lights at coach 7 pin connector
« Last post by Steve Huber on August 07, 2026, 11:59:23 PM »Glad you found it!
Recent Posts
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Technical Support / Receiver Drier part number??
« Last post by Brian Fahlgren on August 07, 2026, 07:37:19 PM »I'm hoping to find a part number for the dash air receiver/drier for our 2000 Monterey Sea Cliff. Guessing it's an Acme unit, but there's no part number. The build date is 9/99, but it's titled as a 2000. The drier is approx 7" tall and 2 3/4" in diameter with male threads. I'm not sure of the thread size. I'm guessing if I replace it with a similar size, it will work. I was going to drill the bottom of the old drier to get an approximate amount of PAG oil to add back into the new drier. I'm guessing I'll be okay with PAG 46, but I'd like to make sure. There was only a high side coupler behind the firewall, but I did find a high and low port a couple feet in line from the compressor on the frame rail. Any suggestions would be greatly appreciated!
Brian
Brian
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Technical Support / Re: No power for brake lights at coach 7 pin connector
« Last post by Richard Shrode on August 07, 2026, 05:27:24 PM »UPDATE:
I currently have working brake lights on the toad. I took Scott’s advice and checked out the wiring from the turn signal on the steering column. Long story short, the wires terminated in a plug/socket alongside the steering column that I don’t think was completely seated. It was difficult to pull apart and harder to put back together. As difficult as it was to put back together I'm not convinced it was ever fully seated. Cleaned the contacts and with a little help from some channel locks and a zip tie I think it's as good as new, or better.
Thank you to everyone for your help.
I currently have working brake lights on the toad. I took Scott’s advice and checked out the wiring from the turn signal on the steering column. Long story short, the wires terminated in a plug/socket alongside the steering column that I don’t think was completely seated. It was difficult to pull apart and harder to put back together. As difficult as it was to put back together I'm not convinced it was ever fully seated. Cleaned the contacts and with a little help from some channel locks and a zip tie I think it's as good as new, or better.
Thank you to everyone for your help.
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Technical Support / Re: 2004 Patriot Thunder Entry Door Questions
« Last post by Eric Maclean Co-Admin on August 07, 2026, 01:49:01 PM »Bill
If it were my coach I'd just call tri mark and get another 211 code tumbler so the same key worked on all the locks .
Eric
If it were my coach I'd just call tri mark and get another 211 code tumbler so the same key worked on all the locks .
Eric
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Technical Support / Re: No power for brake lights at coach 7 pin connector
« Last post by Richard Shrode on August 04, 2026, 04:38:25 AM »Wholly smokes Scott, that’s quite a response. Thank you. We got home this evening and I plan to start working on this tomorrow. My significant other, who’s been following me in our toad, has made it clear that if I know what’s good for me I’ll get this fixed asap 
Steve, yes, the brake lights on the coach work whether the toad is connected or not.
I’ll be sure to update this thread as things progress
Thank you
Steve, yes, the brake lights on the coach work whether the toad is connected or not.
I’ll be sure to update this thread as things progress
Thank you
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Technical Support / Stubborn Deadbolt
« Last post by Joel Ashley on August 04, 2026, 03:40:07 AM »The key is getting hard to turn in our entry deadbolt, although the handle inside works significantly easier. Part of it may be the handle gives more leverage than a key, but it’s not this noticeable on new rigs. I’m afraid of not being able to unlock our door one day.
I did not remove the overall 10”X14” plastic total assembly cover, but did remove the 2 screws on the deadbolt and used lock lube spray on the mechanism I could reach. I removed some rust on the inside of the inner escutcheon, painted it with POR15, and reassembled it. But if I tighten the screws very much, the key is still harder to turn, even though the inside handle is smooth and easy. Loosening the screws helps but does not provide confidence in turning the key. I have similar issues with a couple of our home’s door latches/locks - one side turns more easily than the other.
If I leave the screws loose, rain can seep around the outside escutcheon, and the inner one if the door is open for long in a storm. Lexel around them will help. But I could use any advice from those here who might be more knowledgeable than me regarding such locks.
Joel
I did not remove the overall 10”X14” plastic total assembly cover, but did remove the 2 screws on the deadbolt and used lock lube spray on the mechanism I could reach. I removed some rust on the inside of the inner escutcheon, painted it with POR15, and reassembled it. But if I tighten the screws very much, the key is still harder to turn, even though the inside handle is smooth and easy. Loosening the screws helps but does not provide confidence in turning the key. I have similar issues with a couple of our home’s door latches/locks - one side turns more easily than the other.
If I leave the screws loose, rain can seep around the outside escutcheon, and the inner one if the door is open for long in a storm. Lexel around them will help. But I could use any advice from those here who might be more knowledgeable than me regarding such locks.
Joel
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Motorhomes and Tow Cars / 2000 Patriot Thunder for sale
« Last post by Bill Borden on August 03, 2026, 09:06:51 PM »Selling our 2000 Patriot Thunder, Brandywine 40', Cat C12 425 HP. $74,999.
See info at the following link;
https://www.rvtrader.com/listing/2000-Beaver-PATRIOT+THUNDER+BRANDYWINE-5041560337#sid=410238
Let me know if interested.
Thank you,
See info at the following link;
https://www.rvtrader.com/listing/2000-Beaver-PATRIOT+THUNDER+BRANDYWINE-5041560337#sid=410238
Let me know if interested.
Thank you,
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Technical Support / Re: No power for brake lights at coach 7 pin connector
« Last post by Steve Huber on August 03, 2026, 03:57:13 AM »Richard,
Do the brake lights on the coach work when the toad is not connected? How about when the toad is connected? Please clarify. (My understanding was that they worked).
Thx, Steve
Do the brake lights on the coach work when the toad is not connected? How about when the toad is connected? Please clarify. (My understanding was that they worked).
Thx, Steve
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Technical Support / Re: No power for brake lights at coach 7 pin connector
« Last post by Scott Shearer on August 02, 2026, 11:00:45 PM »Richard,
As you described in reply #3. The coach has four stacked rear lights. Top is amber/yellow colored turn signal. Middle two are red brake lights and bottom is clear back up. The Contessa taillights are a European style, amber turn and separate red brake lights, same as the 2006 and newer Patriot and Marquis (better known as the Hamsar Stacked Taillights).
Starting in 2006, Monaco coaches are pre-wired to accept the US Gear Unified plug and play brake controller. Unless modified, Monaco coaches energize the brake lights when the engine/exhaust brake is engaged. This created an issue because most brake controllers are activated via a brake light ON signal and would apply the trailer brakes when the engine/exhaust brake was activated.
On the Patriot and Marquis coaches, Monaco created a separate circuit with fuses and relays dedicated to the trailer tow connector, bypassing the engine brake issue. This circuitry also ‘converted’ the 3-wire style (separate turn/brake lights) to the two-wire style (shared turn/brake light). This circuitry is what Fred is describing in reply #7.
For the Contessa, Monaco took a different approach to accomplish the same.
Using the 2008 Contessa wiring diagram in Coach Assist (more complete than the 2007 copy).
Page 6:
Shows the relationships between the various components and connectors. This page helps to identify the various components, connectors, sources and destinations. This is different than our Patriot, but I believe that the PCBs illustrated on this page are in the front run bay, someone with a Contessa would know better.
Example:
Connector VCD – GRAY (FIREWALL HARNESS) location 1, TO RL25-86. This means, that pin 1 is from the brake switch TO relay 25 terminal 86.
Page 7 & 28:
Wiring diagrams (PCB 3 in the front run bay?).
There are at least six relays that affect or interface the brake lights and turn signals.
Relay 33: cruise control interface.
Relay 25: service brake switch interface.
Relay 26: turn/brake interface for the trailer tow connector.
Relay 19: exhaust brake interface.
Page 29:
Shows the left/right turn signal interface (J11-VCE 5&6 and VCG 11&12 and VCH 1&2).
As with most Monaco wiring diagrams, there seems to be some inconsistency between various diagrams in this set, but the basic operation is the same.
The basic operation for the Contessa trailer tow connector is as follows.
Note:
Power for the coach brake lights DOES NOT pass through the turn signal switch, power is direct from relay 19 terminal 87.
Power for the trailer tow connector brake lights DOES pass through the turn signal switch.
When the service brakes are applied:
Relay 19 is energized, terminal 87 feeds the coach brake lights.
Relay 26 is energized, terminal 87 feeds power from fuse #81 to the turn signal switch. The turn signal switch then passes the brake light signal onto the trailer tow connecter pins #5 and #6. By way of the turn signal switch assembly, the turn signal flasher takes priority over the brake light.
Example:
No turn signal selected and the service brake pedal is depressed. The brake light switch energizes relay 26, relay 26 terminal 87 passes power from fuse 81 to the turn signal switch. The turn signal switch passes power to trailer tow connector pins #5 and #6 (both brake lights are on).
The left turn signal is selected and the service brake pedal is depressed. The brake switch energizes relay 26, relay 26 terminal 87 passes power from fuse 81 to the turn signal switch. The turn signal switch interrupts fuse 81 power to the trailer tow connector pin #5 and in turn passes signal flasher power to pin #5, leaving pin #6 energized with relay 26 power (left turn signal is flashing and right brake light on).
The right turn signal is selected and the service brake pedal is depressed. The brake switch energizes relay 26, relay 26 terminal 87 passes power from fuse 81 to the turn signal switch. The turn signal switch interrupts fuse 81 power to the trailer tow connector pin #6 and in turn passes signal flasher power to pin #6, leaving pin #5 energized with relay 26 power (right turn signal is flashing and left brake light on).
If you’re turn signals (amber lens) and brake lights (dual red lens) for the coach are working correctly;
1.) A fuse is likely not the issue because all brake light power is single sourced from fuse #81 (15-amp)
2.) Also, relay 19 is likely not the issue (coach red brake lights).
I would start troubleshooting at the turn signal switch. Make sure that the switch is receiving brake signal power (from relay 26-terminal 87) when the brake pedal is depressed. The turn signal switch has the final control over the combined brake light/turn light operation (trailer tow connecter).
If there is brake light signal into the turn signal switch but none out, the switch is bad.
If there is no power into the turn signal switch, check the operation of relay #26. It must be energized and 12-volt power on terminal 87 when the service brake pedal is depressed.
If the operation of relay #26 checks out, then you have a connection or wiring issue.
Check the wiring harness inside of the steering column. A common failure point for faulty turn signal switch operation is the wiring harness inside the steering column. Sometimes the connections are pulled loose when adjusting the column.
You can probably eliminate a wiring issue from the front run bay to the trailer tow connector because the same two wires are used for both the turn signal and brake lights.
Unfortunately, I don’t believe that the turn signal switch layout is shown in the Contessa wiring diagrams, you can find turn signal switch layout on page 193 in the 2007 Patriot Thunder diagram, it SHOULD be similar to the Contessa.
-Scott
As you described in reply #3. The coach has four stacked rear lights. Top is amber/yellow colored turn signal. Middle two are red brake lights and bottom is clear back up. The Contessa taillights are a European style, amber turn and separate red brake lights, same as the 2006 and newer Patriot and Marquis (better known as the Hamsar Stacked Taillights).
Starting in 2006, Monaco coaches are pre-wired to accept the US Gear Unified plug and play brake controller. Unless modified, Monaco coaches energize the brake lights when the engine/exhaust brake is engaged. This created an issue because most brake controllers are activated via a brake light ON signal and would apply the trailer brakes when the engine/exhaust brake was activated.
On the Patriot and Marquis coaches, Monaco created a separate circuit with fuses and relays dedicated to the trailer tow connector, bypassing the engine brake issue. This circuitry also ‘converted’ the 3-wire style (separate turn/brake lights) to the two-wire style (shared turn/brake light). This circuitry is what Fred is describing in reply #7.
For the Contessa, Monaco took a different approach to accomplish the same.
Using the 2008 Contessa wiring diagram in Coach Assist (more complete than the 2007 copy).
Page 6:
Shows the relationships between the various components and connectors. This page helps to identify the various components, connectors, sources and destinations. This is different than our Patriot, but I believe that the PCBs illustrated on this page are in the front run bay, someone with a Contessa would know better.
Example:
Connector VCD – GRAY (FIREWALL HARNESS) location 1, TO RL25-86. This means, that pin 1 is from the brake switch TO relay 25 terminal 86.
Page 7 & 28:
Wiring diagrams (PCB 3 in the front run bay?).
There are at least six relays that affect or interface the brake lights and turn signals.
Relay 33: cruise control interface.
Relay 25: service brake switch interface.
Relay 26: turn/brake interface for the trailer tow connector.
Relay 19: exhaust brake interface.
Page 29:
Shows the left/right turn signal interface (J11-VCE 5&6 and VCG 11&12 and VCH 1&2).
As with most Monaco wiring diagrams, there seems to be some inconsistency between various diagrams in this set, but the basic operation is the same.
The basic operation for the Contessa trailer tow connector is as follows.
Note:
Power for the coach brake lights DOES NOT pass through the turn signal switch, power is direct from relay 19 terminal 87.
Power for the trailer tow connector brake lights DOES pass through the turn signal switch.
When the service brakes are applied:
Relay 19 is energized, terminal 87 feeds the coach brake lights.
Relay 26 is energized, terminal 87 feeds power from fuse #81 to the turn signal switch. The turn signal switch then passes the brake light signal onto the trailer tow connecter pins #5 and #6. By way of the turn signal switch assembly, the turn signal flasher takes priority over the brake light.
Example:
No turn signal selected and the service brake pedal is depressed. The brake light switch energizes relay 26, relay 26 terminal 87 passes power from fuse 81 to the turn signal switch. The turn signal switch passes power to trailer tow connector pins #5 and #6 (both brake lights are on).
The left turn signal is selected and the service brake pedal is depressed. The brake switch energizes relay 26, relay 26 terminal 87 passes power from fuse 81 to the turn signal switch. The turn signal switch interrupts fuse 81 power to the trailer tow connector pin #5 and in turn passes signal flasher power to pin #5, leaving pin #6 energized with relay 26 power (left turn signal is flashing and right brake light on).
The right turn signal is selected and the service brake pedal is depressed. The brake switch energizes relay 26, relay 26 terminal 87 passes power from fuse 81 to the turn signal switch. The turn signal switch interrupts fuse 81 power to the trailer tow connector pin #6 and in turn passes signal flasher power to pin #6, leaving pin #5 energized with relay 26 power (right turn signal is flashing and left brake light on).
If you’re turn signals (amber lens) and brake lights (dual red lens) for the coach are working correctly;
1.) A fuse is likely not the issue because all brake light power is single sourced from fuse #81 (15-amp)
2.) Also, relay 19 is likely not the issue (coach red brake lights).
I would start troubleshooting at the turn signal switch. Make sure that the switch is receiving brake signal power (from relay 26-terminal 87) when the brake pedal is depressed. The turn signal switch has the final control over the combined brake light/turn light operation (trailer tow connecter).
If there is brake light signal into the turn signal switch but none out, the switch is bad.
If there is no power into the turn signal switch, check the operation of relay #26. It must be energized and 12-volt power on terminal 87 when the service brake pedal is depressed.
If the operation of relay #26 checks out, then you have a connection or wiring issue.
Check the wiring harness inside of the steering column. A common failure point for faulty turn signal switch operation is the wiring harness inside the steering column. Sometimes the connections are pulled loose when adjusting the column.
You can probably eliminate a wiring issue from the front run bay to the trailer tow connector because the same two wires are used for both the turn signal and brake lights.
Unfortunately, I don’t believe that the turn signal switch layout is shown in the Contessa wiring diagrams, you can find turn signal switch layout on page 193 in the 2007 Patriot Thunder diagram, it SHOULD be similar to the Contessa.
-Scott
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Technical Support / Re: 2004 Patriot Thunder Entry Door Questions
« Last post by Bill Borden on July 31, 2026, 04:32:32 AM »Thank you Fred,
I did talk to Trimark, they do not have a record of the F lock. They told me it was random, selected by the coach mfg, Monaco, key # between 201 to 250.
I appreciate your reply and suggestion.
Any other thoughts? I am thinking of a locksmith, may be my best option.
I did talk to Trimark, they do not have a record of the F lock. They told me it was random, selected by the coach mfg, Monaco, key # between 201 to 250.
I appreciate your reply and suggestion.
Any other thoughts? I am thinking of a locksmith, may be my best option.