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Yea if my piddly little 6.6 delivers that much, the 3126s and C7s should be even more impressive. with yours at 1/3 more peak torque, roughly 1/3 more pull. ~22,000#?

I am actually contemplating just that… I like numbers:)

Well if Allisons info holds up, we can kind of imagine: Cat 3116@225HP ~ TC stall should be delivering around 620ft/lb of torque. At that point just before stall, the TC should also be delivering an added 2:1, so ~ 1240# into the planetary gear set, X 6.93 = 8593# out of the gearbox… Divide...

You can also down arrow to first without going into mode... yea thats a big jump from 4.18:1 down to 6.93:1 in first…

The A1 has a 100A alt and LBCD. They didnt typically fit the 260A untill the A1R. In his case he has one of the "Tween" trucks. 3126 engine, but no external switches or battery disconnects. Has the newer circuit board power dist panel and 100A alt(AC signal and LEDs) but no LBCD. I call...

I don’t know that you will be able to program the speed signal output, you most likley need to adjust the dip switches on the speedometer for the new pulse per mile rate, same as if you swapped the R&P in the differential… Now you may be able to alter the shift point criteria with TCU programming.

Well its a brushless alt so it gets its excitation in pulses, which means the alt rotor is physically loaded in pulses. At low electrical load, and perhaps depending on how tight the belt is, this might cause fluctuations in alt RPM compared to actual engine RPM and these are reflected in the...

Ok, it sounds like you have what I call an A0.5… it has a 3126 engine and the A1 circuit board power panel, but the basic DC power wiring is the same as the A0. I suspect you have a simple polarity protection box back inboard of the spare(has only 4 large terminal studs and no other...

LBCD Load and Battery Control Device. Its located back between the spare tire and the air filter. It has 4 large terminals, a cannon plug for other signal wires(like the AC input) and a status LED. Without the AC input from the regulator it will not function as intended. If you have dropped...

exactly, its a Neihoff signal…

On the earlier alts used on the A0 it WAS a field load output(labeled F-) to the Standardized Test Equipment (STE) plug To gauge alt load. later when they added the LBCD they reconfigured the regulator and re-named that terminal to “AC”. The LBCD bases its actions on alternator RPM. Below a...

Yea I would say toasted bushings could cause that. Some interaction with the cab lift cylinder, since it applies all its upward force on the passenger side probably also has something to do with it…

There is an excite terminal and an AC terminal on the alternator regulator. But this signal is used by the LBCD For its operation. Not sure if it is even in a format that would properly drive an AC or alternator tach, it was designed to feed the LBCD, both components built be C.E.Neihoff… in...

The A1 crank sensor is an ECU sensor. The tach signal/RPM data is on the J1939 bus on the A1… I don’t think you can use the tach AC signal as the LBCD uses that signal… Are you trying to add a tach? Google “J1939 tach”

Works now, thanks

Ok, looks like we can post here now. As discussed on messenger, i would like a set for a 4X truck. I have some pretty good terrain on my property where I can do before and after power requirement testing...

Thats funny, I have insufficient privelages to reply in that thread...

So do you have an LMTV? Along with altitude, your biggest factor is going to be weight. With the stock gearing at a given weight, it takes X amount of RPM/torque. I will be curious how much added torque it takes to perform tasks. I have some pretty good terrain available on my property so...

The hub gears are a form of planetary gearset. A planetary has 3 parts, driven, reference and drive. To get a ratio out of a planetary you drive 1 part, brake or hold one part and the 3rd part becomes your output. We hold the inner gear by attaching it to the spindle, we spin the outer gear...

Yea that would be a pretty complex mechanism…