Search results

Thems fuses and holders cost good money boy…:)

Yea, he has an A0.5…

The usual area for a bad connection is at the polarity protection device/LBCD where the cab, battery and alt cables all meet, out in the weather…

Flashing and clicking is a classic bad/high resistance connection symptom. Resistance resists current flow not voltage, so like a kink in a hose, you can have full voltage/ pressure everywhere in a circuit untill you try and pull current thru that resistance. Then the lower current flow causes...

Nope, never went past 1750…

And of course this discussion reminded me i did replace the flywheel sensor and I do have a frequency counter… freq in HZ X 60 = cycles per minute / 133 teeth = revolutions per min… I ran 5 stall tests, 2nd gear in mode, full pedal and allowed about 5 seconds for the RPM to stabilize after...

Yep, ideally, should be in the peak range for installation behind a diesel, which would be ~13-15 hundred RPM? The only spec I have found for our TC part number found in the -24P manual is from Xcalibur, and they refer to that P/N as a TC-418 with a 1.98:1 conversion ratio at stall. TC-418 is...

Ideally it should stall very near peak torque on the engine.

I think it may reset them, it typically locks you in the current gear until you cycle the power, but I thought it held the ratio error. Are you sure you were not spinning a tire?

Yes. you have input/engine RPM pulses, turbine RPM pulses and output/speed RPM pulses. Turbine and output should be locked together with gears and clutches, so any slipping in the trans would allow turbine to rotate and provide a signal, but with the truck stationary you would produce no...

Any TCU codes?

No, the army probably did that…

Yep.

Could be something slipping...

Cool info. but just neat to know, as it is difficult to pin down absolutes(actual torque produced and multiplication factor) mid power band without adding some fancy instrumentation:) Where this becomes useful is when you reach a slope that takes you to the end, TC stall point near peak torque...

A 17,400# truck should require 3,021# of thrust to crawl up a 10* slope. With the 70/30 torque split in 2nd gear, thats,~453# for each front tire and 1057# for each rear tire. So 1057# times 1.942’ tire radius = 2053ft/lb on each rear axle, so 4106 total out of the rear diff, divided by a 3.07...

Ok, so left side PTO drive to the 2speed Dana Vdrive and back up to the pump over the transmission? I like it. What PTO drive did you use? Are you looking to use this while driving? If so, you may need to tweek the allowable PTO RPM limit settings in the TCU. Our local FD district where we...

I came across someone who had a driveshaft failure(non eco hub LMTV) that split the tube. He was able to measure the tube thickness and he came up with .134” wall thickness. That is the heavier of the two specced wall thicknesses, found on the #6500 peak torque version…

Ok, so nearly 10deg not 10%… be curious what engine RPM it takes to get you moving on that slope…