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In the end, if you send 10oz to the cylinder to lift the cab, you should get that same 10oz back. The little bit of fluid you send to the rod end to get back over the balance point when lowering should be forced back on the next raise. The checkvalves should be of no consequence if the lines to...

the hand pump is not supposed to be vented on the OEM system, by design it must be completely sealed with a plug and the vent is at the Air-op pump... you may need to do some plumbing alterations as I do not believe the return side is able to draw fluid from the hand pump reservoir on the OEM...

yep, ECU controlled on an A1. 205 and 230 are the fan and over-temp light switch points on the A0, not sure what levels the A1 ECU are set for. Cant recall if the over-temp light is backed up with a switch on the A1 thermostat housing, but I am thinking it might be. I will have to look it up...

That was the point of the question, a switch that closes at 120 and opens at 90 is not all that easy to find, and the original CTIS wet tank switches are obnoxiously expensive. how hard would it be to invert that logic, as a close at 90, open at 120 air compressor control switch is a very...

It should be a factor of how often you use the brakes. If you start the truck, it should fill and purge once, the not again until you use the brakes enough to drop the wet tank pressure low enough to engage the compressor(thats where it senses pressure). how long does your truck hold air when...

You shared your code with me once upon a time and sadly I don’t remember the specifics of your programming. I have 2 questions after helping a few people resolve ctis issues. 1. Are you using the wet tank pressure switch input? 2. How hard would it be to invert its logic input to your...

Where is your air feed from? Is the air feed between manifold or air filter, and the compressor clear and unkinked/distorted? restrictions there can cause excessive vacuum while operating and pull more oil past the rings… a little oil is normal, but if you have more than the normal leakage...

What General said, have had issues with some over the years… you said you tried different versions of windows, did you try running any of them in compatibility mode with even earlier versions like windows XP?

Yep, flashing red is over-volt, solid red is locked out/disconnected due over-volt anything over 14.1/28.2 is not normal. This thing relies on proper connections to battery to operate correctly, which is why I mentioned a voltage drop test, which confirms this connection. You can achieve the...

Its a tire, not a pulverizer:)

There is already a filter at the tire side of the wheel valve(small fitting port)... you can't put a filter in just anywhere as it may effect the ability to close the wheel valves, as was the case in a recent problem discussion. After the valve(tire side, like shown) is OK, and on the supply...

Well if you are sure of your connections between alt and battery(voltage drop test pass), and your excite voltage(forward screw terminal on alternator) is above 21V, then that sounds like a regulator issue…

Ok, not a problem there, or even on the supply line to CTIS from the wet tank. that might slow the speed it can fill the tires though. You just cant put any restrictions between the wheel valves and where the PCU vents thru the floor, otherwise it might not stop dumping when it is commanded to…

Where/how exactly is this installed? Is that the fitting on the end of the stem feeding air into the wheel? If so that wont be an issue. There should already be a filter at the other end of that line where it attaches to the small port on the wheel valve. the issue, like the OPs problem...

1. Switches, we don’t need no stinking switches… Mechanical diesel, no hi/lo idle switch 2. First part sounds normal, and several pumps will deplete the air(don’t pump air brakes, press and hold). Could be the treadle valve is not fully sealing after pedal application. It vents air thru a...

Mechanical diesel, is the throttle linkage on top of the governor rotating fully so it is in contact with the low speed stop screw? A problem with the cable or pedal or return spring might be keeping it from setting against the low speed stop… 4 things make the master stop light come on, front...

Pretty sure it is the same primer. The only issue these usually have is the bypass flapper gets fouled and wont seal Enough to pull vacuum and lift fuel… it is easy enough to check and clean. I have a couple other fuel system videos on my utube channel…

Yep, a dot cert push-lock or back to back compression fittings should be acceptable. Although the line is not horrifically expensive, so replacement is probably not all that much more effort…

the dump valves do not feed back very much air toward the PCU. 99+% of the air coming from the tire/hub would exit thru the dump vent... I don't see that little bit of flow carrying much from dump to PCU... I don't think CTIS can work well with anything in the line as it would have to be able...

Wow, a syntered bronze filter... thats weird and should not be there. the only filter in ctis should be between the wheel valve and the tire. This system relies on proper flow to allow the pressure changes that control/close the wheel valves promptly... that filter should not be there or in...