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Well i don’t know about forum lore, but I gleaned that lockup information from an Allison Freightliner lecture, linked below… The Ex brake may stay engaged, but is the TC lockup still engaged? It would make sense to do so and retain good engine braking right up until a stop is...

IMO AGM batts are a little overrated. They do deliver a greater CA per pound, so in a vehicle where weight is important, like an airplane, boat or quad/motorcycle, they make sense. They are a little more resilient to being pounded on, so again a quad or a UTV they make more sense than a...

Clean em, coat them in silly grease and send it… they are NOT corroded where it counts…

There is a WTEC 2 config(not sure about wtec3) for manual or auto TC operation with a manual on/off setting when in manual mode. You of course would not want to try and bring the vehicle to a stop with the TC manually locked, You could probably use a latching relay powered by the de-energized...

Plate, and put the turbo in a fabric cover. Probably a good idea for a rock shield on the outside since it is on the outside of the frame…

Yea heatshield…

On the A1R the ECU automatically controls the ether application based on what its sensors see. As for deleting it. Simply remove the nozzles from the intake manifold and install plugs, remove the hose and unplug and remove the ether canister and valve…

Well your live data is probably better than my learned info from Allison and I have not encountered any specific RPM details for lockup operation. I have never looked at it live, just felt the lockup during accelerations at a few different weights. Cannot say that I have ever felt it unlock...

No problems I have heard of. that or some more weight/transmission load will help with harsh shifting...

what I was getting at, was the trans uses motor oil typically and the coolant and trans oil are in close proximity in the trans cooler. but the trans oil should be clean/clear whereas the engine oil is probably carrying black carbon... besides from a block or head crack or head gasket, those...

well is it black Sootey carboned oil? you still running motor oil in the transmission?

Yea, thinking something cooler related. But since it has been replaced… Or there is a crack in the block or head/head-gasket…

The TC on the Allison locks in 3rd gear and above, 100% of the time; probably why the 2-3 shift hits so hard in an empty truck with the reduction hubs, as the mechanical advantage they create allows the trans to satisfy its parameters to engage lockup almost immediately after the 2-3 shift...

Yep, its a tapered mount. Same thing used by Toyota, in fact I put toyota arms on my truck as it didnt have any when I recovered it from auction…:)

yea I think we came up with the ideal being ~4.5-4.7:1... A 3126/C7 might be able to use a different TPS, a 3116 would require a different lever arm, or perhaps even an eccentric cam to deliver a variable/progressive throttle rate...

Yea I usually make drivers or press arbors as necessary. one reason I usually keep scrap structural elements(pipes and bars)...

Nice axle balance!

All the specs I have seen for the TC, say 1.98;1 at stall... How much does your truck weigh keith?

yep, the high pinion is all the way at the top

that is a pic of a low pinion. the high pinion is at the top of the pumpkin with a almost horizontal driveshaft angle. another strike against us is that the rear DS is right at the max length(61") for the type 16 driveshaft, so maximum mass and maximum longitudinal vibration forces at high RPM.