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I had talked with a ranco rep and they made long enough ones, but when i started giving him vehicle weights he was not thinking they would be appropriat(meant for lifted pickups?)... that was a while back though. He did suggest a large class truck shock and i related the difficulty i was having...

Last tire session, I used a multiplier to loosen/tighten and a battery powered impact to spin the nuts off and back on…

Oh yeah, you must have a power source…

Well they are pretty HD shocks, it might also be that the ones in use havn’t been hammered enough off-road to beat them into submission…

The possible issue with that Monroe 65485 in the parts listing is it is several inches shorter than the original shocks. the specs for the shocks(A0 anyway) are: 20.94” compressed to 33.26” fully extended under 16mm bolt on one end. Thats 12.32” of travel… 5/8”/16MM top and 7/8”/22MM bottom...

Ok looks like you have a full A1 electrical system. I woukd take the ones that appear to hold a charge to an autoparts store and load test them, and re-install the best pair. A 120AH wet cell bank(a pair of 6t batts in series) is just within the alt output limits. A pair of the 6T in AGM is...

Ok, lets try and figure out which flavor of A1 you have… do you have a remote and manual battery disconnect? They are in a box just to the rear of the battery box. Do you have a red guarded switch(remote battery disconnect sw) under the dash below the steering wheel? flashing red means...

Actually got one of the small(~5A) balancers and it did what it said it would. I put a 12v solar charger on the 0-12 batt where the A0 vampire draw is, and the balancer would keep the 12-24 batt within .1-.2v of what the 0-12 batt was floating at.

Yep, connect a mechanical oil pressure gauge and confirm. There are usually unused ports on the oil manifold down where the gauge sender and OP switch are connected on the left side of the engine just forward of the starter. You didn't mention which truck engine this is happening on…

You are probably looking at a bad connection, especially if it cranked a little then just stopped. which alternator do you have in it, 100A or 260A? as mentioned, keep the batteries charged. You can do this with a 24v charger or a 12v charger you move from battery to battery. The 4 battery...

Yea more volume, but the larger piston area will do the work at a lower pressure, so less strain on the AOP… Very nice!

Wonder if your butterfly is sticking? Do you get a check engine light? What does “limp mode” mean? Regardless of wether the switch is in the ex brake position, as soon as you switch it off or touch the accelerator, the ex brake butterfly should immediately swing open… got a webcam or wireless...

Yep, CB22 is the easiest way on an A0 To de-energize the fan solenoid and engage the fan. If this is an A1, the ECU provides the power, so the easiest way to manually engage the fan is under the passenger dash and un-plugging the fan solenoid… The solenoid when energized provides air to the...

Well that sounds weird. Do you get immediate throttle response when you step on the accelerator while the switch is still turned on? On the A1/A1R, the ECU is the source power for the exhaust brake. I would say the ECU only provides that power when the TPS/pedal is in the idle position. The...

The fan is activated by removing 28V. The 205F thermal sw in the upper rad pipe on an AO opens the circuit when if reaches that temp. Easiest way to turn it on is to pull the CB for the circuit. want to say it is CB22, but need to confirm that... you can also remove the passenger kickpanel...

Remove the two forward batteries, or the two rear batteries. Take the connections from the batteries you removed and move them toward the front or rear and re-attach them…

True for every Allison... If that input is programmed for PTO(or something else/not programmed like mine is), it cannot of course provide the preselected downshift… The lockup function, 100% LU/engine hard coupled to the transmission in 3rd and above, is a normal part of the Allison shift...

On the Allison, it enters lockup in our 3rd gear when turbine RPM approaches input RPM. It stays locked up 100% of the time all the way up thru 7th and back down thru 3rd. It drops out of lockup in 3rd most likley when it senses the downshift to 2nd is iminent. The main thing the pacbrake...

Wooah… Stereo…

You probably should clarify that a little. Jake brakes are illegal/restricted in many places because they are obnoxiously noisy when they start popping their pressure relief(BAA, BAA, BAA,BAA, BAA)… the signs I am used to seeing are worded something like this: “Unmuffled Jake brakes...