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The kickdown switch is activated on the pump. The solenoid is in the valve body of the transmission. THM400's have been equipped with the solenoid from the very beginning in 1964.

As far as I can find, it's a stock GM6 (6 bolt) heavy duty converter with a 1350 stall and no lock up.

Sorry, my bad, the second tab is for variable pitch converters. Too many variations on these things. My mind got crossed with electrically controlled lockup converters.

The THM400 and 3L80 have a kickdown solenoid in the valve body. The harness wire comes from the kickdown switch on the injection pump (circuit 315) and provides power to solenoid around 3/4 throttle. This should not be confused with the fan control also on the pump. THM400's may have a...

$8000 to paint this B61.

Frequently the case.

I would believe that it all relates to the bad ground connection. Low voltage and bad grounds are the sources of much evil. Cranking it a lot just exposed the weak point for you as the bad/dirty connection overheated from the starter load. I would start with repairing the wiring and...

Typically, the military fuel gauges read empty when grounded and full scale when the input is open. Possibly the circuit is shorted to ground somewhere or there is an issue at the sender.

The catalog tells all. https://catalog.donaldson.com/productDetail/en/J/P553855?productId=20873&skuId=s47118 7/8-14

Greetings from Vestal NY

If you unplug the wire 28A from the gauge it should read full scale to the Full side. If you connect a ground to the 28A port on the gauge it should read below empty. You need continuity on the cables and good clean grounds. Other than grounding issues, the old float arm style senders are...

In the electric vehicle world with high voltage drive systems, they still tend to keep a 12v battery on board and use a DC/DC battery charger to keep it topped up. Example of a 24v - 12v charger: http://www.powerstream.com/DCC-2412.htm

This just about exactly how it's handled in electric vehicles. Particularly conversion vehicles. The drive system is at a much higher voltage. In order to use 12v accessories, they keep a 12v battery on board and use a DC/DC charger to keep it topped up. One example here for 24-12 charging...

Internal wastegate turbos do tend to have some outward appearance. There has to be room in the turbine housing for the gate assembly and they generally have an external pressure actuator fed from the compressor side to operate the gate valve. The picture is a GTA3776 from a Navistar DT466.

Agreed. The 93-94 non-Powestroke 7.3 turbo actually looks the part although not a GT37 series.

Looks like a very different beast on the Ford version. The 03-07 6.0 Powerstroke is a GT37 series however. That looks to be a lot closer.

When I look up the stock Ford turbo for a 7.3 Powerstroke, it always comes back as a Garrett GTP38 series. http://www.turbomaster.info/eng/applications/trucks/ford/

It appears that Cummins will soon be offering the R2.8 as a crate engine. Advanced adapters will be making adapter kits for various Jeep and GM transmissions. https://cumminsengines.com/repower http://www.4wdmechanix.com/advance-adapters-and-cummins-2-8l-diesel-engine-conversion-for-jeep/

New duct hose is available from Summit, Pegasus Racing, and others. https://www.pegasusautoracing.com/group.asp?GroupID=AIRHOSE

Also, different alternators can have a different number of poles. This results in a different frequency on the output. Most/many of the after-market tachs have calibration adjustment to accommodate that.