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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…

Yea y0u might get a brief(less than a second) current spike up to ~300A, but the average crank current should be down in the 150 ish area…

Ok, on that tune you are probably going to ramp pretty steadily from ~300ft/lb at idle to ~800 ft/lb at 1450RPM. Thats ~72 ft/lb of increase per 100 RPM. If you advance the pedal slowly and note at what engine RPM the truck starts to move, we can get an idea how much engine torque it is taking...

Uuuh, that label says 330HP?

I forget which engine do you have?

What Superman said, on the bellhousing just to the rear of the first fuel filter/primer is a tach that senses the 133 tooth flywheel ring gear. Is already connected into the wiring and wired up under the drivers dash and on into the center of the console…

Do you have a tach, and do you know your vehicle weight? RPM during that 2nd gear start up a 10% grade and your weight would give us an idea exactly how "strained" that type of a start is...:)

no, all the A1 trucks(green circuit board power panel or PDM boxes) have both 12v and 24v ignition relays located under the panel frame. your A1 has 4 bolt heads visible on the A1 panel, 12v batt, 24v batt, 12v ign and 24v ign. Myself personally I would do away with the PPD and put the diodes...