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Yep, I suspect they specced such a large and elaborate filter to deal with WW4 on the lunar surface:)

Well if you start the truck, as soon as the wet tank exceeds ~85PSI, the supply line will start to flow air... For cab suspension, one of the lines is supply pressure from the wet tank, the other line is out to the cab suspension height control valve. The R port Vent is on the back of the...

I guess that would depend on which line it is:)

There should be 4 airlines On the hydraulic manifold. On the rear side of the wet tank is the air brake protection valve(looks like a pressure regulator), which only lets air out of the wet tank if the wet tank is above ~85PSI. After that there is a large hose up to feed CTIS and the fan/power...

Yea the OEM filter is a little overkill for 6.6-7.2L engine:)

I wracked my brain trying to figure a way to hang that massive spare off of the main frame and not off of the habitat. Unfortunately it is just so dam big. I tried to tuck it up under the rear, but it just would not go in there in any way that didn’t seriously compromise the exit angle more...

Yea Matthew, Nice Rack!…:)

The cab hinge pivots and front bushings also have a say in how the cab sets in relation to the arch and latch. Those rubber bushings are also a consumeable item... The cab air suspension is quite a bit of unobtanium, it is hit and miss on finding OEM replacements or parts like bags from Power...

Mmmm smell that balance:)

Well new oil will do that:) There are 2 hooks on the cab that engage the stubs on the side of the arch to pull it into alignment at the last second as the cab lowers. You have a little leeway on where the latch can rest fore-aft on the top of the arch, which should help you set the arch...

special emphasis on that last line! this is the type of job that eats fingers if it goes sideways...

Ok, well a wtec3 would have been easy as they are already all 24v. On the side of the TCU in the drivers dash there should be a date sticker just to confirm you have a 95 or newer TCU. Then it is simply a matter of shifting the battery input to the TCU in the power panel from CB35(12v) to CB43...

Something would have to majorly fail for the engine to damage the transmission as all the parts are designed to deal with full engine output. strange... could be something shorted in the wiring activating solenoids to select a gear ratio AND engaging the lockup clutch. I suspect this would...

I like me a logical explanation…:)

yep, you will still need the 12V for all the lighting, but that is a simple converter like a Victron Orion 70A model. Is this truck a WTEC 2 or 3 transmission controller(they started phasing in the 3's in 98 )...

I guess another possibility is that the spring brakes did not fully release with applied park air? Wonky actuator or wedge? The operation is the sum of all the parts…

Yea, too much unobtanium in the system anyway…

If I recall, the spring loaded teeth(with sawtooth serrated faces) are pushed out of the way and ride over the spiral sawtooth grooves on the plunger as the plungers travel outward(pushed by the wedges) because the two sets of sawtooth ridges meet angle to angle(like teeth on a ratchet). Then...

Well the adjusters only cycle when the actuators cycle the brakes… That sounds weird… is the drum out of round? Take the wheel off, put on some lugs to hold the drum in proper position and spin it...

If it was applied, yep. When I got mine from auction it pulled horribly and brakes were marginal moving it on and off the trailer. 3 of the 4 front shoes were installed backwards...:) It tries to throw you thru the windshield now...