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Just pull the front and rear E-clips and take it off the shafts, then you can test it with the warmup button for function check. My unit was also seized when I got it, but squirting high temp lube and working the butterfly valve got it back to smooth after a while.

As soon as you are talking automation… Why wouldn’t you just run a factory CTIS computer?

Drivers for the DPA III Plus *should* be at the following link, however their website is down right now so I was unable to verify, I would check back after the new-year when their IT guys get back in LOL. https://www.dgtech.com/wp-content/uploads/2017/03/DPAInstall.exe This should be the link...

This depends on if you have an A0 or A1 truck. I elaborate below but the quick answer is, for A1 the non military software is better than the IETMs for troubleshooting the electronic subsystems of the truck. For an A0 you do need the military software for the ICE interconnect box to be able to...

Just throwing this out there as another option to consider, I just had my 2003 M1078A1 re-rated to 330HP by a CAT dealership for about the same cost as that tuner. Basically two hours of shop time and a sensor. The nice part is its just a re-flash of the personality module in the ECM, no need...

Caterpillar engineered the C7 to output 370HP (as evidenced by the attached data-plate), are you saying their engineers were remiss in their duties and the C7 will perform less reliably at that output level? What data have you seen that would make you uncomfortable running the C7 at levels...

The invoice has it as “194-6722 SENSOR GP-PR” And they charged $218.85 for it. My truck is a 3126B, I didn’t research if the C7 will need it or maybe already has it. https://parts.cat.com/en/catcorp/194-6722

So to close the loop on this thread. First, on the subject of performing the flash from the in-vehicle harness. I had originally used a wireless adapter (WDS-D) which is essentially a Wireless J1939 adapter. This unit was unable to flash the ECM and after bombing out, left the ECM in a "Blank...

Any time that pressure switch is open, the CTIS system will not do anything that consumes air. So for example if you start up with empty tanks, the CTIS system will not even pressurize the wheel valves to check the tire pressure until that switch closes. If it is in an inflate cycle, it will...

oh active duty? You should have access to the good stuff!! The military version of Cat ET doesn’t even check in with Caterpillar!

on the subject of checking codes, there are some fair deals on eBay right now for the serial ICE kit. If you get one with the DPA3 in it you can read engine codes with CAT ET and reprogram the CTIS with the Dana software. Should be able to talk to the ABS unit and trans with the right software...

Not sure what a runflat is but I have had 7 of these tires apart now and none had anything other than the inner beadlock in them. The rims looked to have never been disassembled, paint was completely unmolested on the beadlock threads, among other signs they came that way from the factory.

To echo what others have said about the tires; my original 2003 rubber looked pretty good to me. Took the truck to the sand one time and all the polishing action on the sidewalls made the tires look darn near new to me. I felt pretty good about them, but on another trip to the coast I noticed a...

Like I said, I was trying to keep the pictures small. The full schematic is available for download if someone wants it, as you can see from the snip, Clutch is wired to PTO input further down the harness. ECM must use the clutch input for some part of its PTO programming.

What Cat Lists for those pins matches what the S&S schematic says. Which pin number were you suspecting was wired to +12 because I don't see any other pins wired to power in the schematic, they are all inputs and outputs.

I just snipped out the connector part of the schematic to keep the picture small, but if you trace those all the way out they all end up at either +24 BATT or +24 Ignition(via circuit breakers). I will also use a volt meter at the truck connecter when I disconnect it for the bench flash just to...

Just circling back on this point, according to the A1 schematic, the ECM is fed with 24v. I am assuming you were successful doing it with 12v and that is what I will try first, but this is interesting.

yeah seriously…. Just an update, because I didn’t follow advice from @fuzzytoaster my truck is out of commission until a bench flashing harness arrives from Australia. Trying to flash the ECM through the vehicle harness is a BAD IDEA. ECM thinks it is blank and of-course I am now crank no-start...

I believe that I successfully backed all of that up before the flash attempt. Did you remove your ECM from the truck when you used the 70pin cable? To confirm what you said above, the ECM needs 12V? not 24?

I figured I'd give it a shot and SURE ENOUGH, exactly what you said would happen, happened. Imangine that. Now CAT ET basically believes the ECM is blank, however it won't even try to flash now, it bombs out with an error code 98304 "The ECM is not responding to the service tool" Once I have...