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Well your live data is probably better than my learned info from Allison and I have not encountered any specific RPM details for lockup operation. I have never looked at it live, just felt the lockup during accelerations at a few different weights. Cannot say that I have ever felt it unlock...

No problems I have heard of. that or some more weight/transmission load will help with harsh shifting...

what I was getting at, was the trans uses motor oil typically and the coolant and trans oil are in close proximity in the trans cooler. but the trans oil should be clean/clear whereas the engine oil is probably carrying black carbon... besides from a block or head crack or head gasket, those...

well is it black Sootey carboned oil? you still running motor oil in the transmission?

Yea, thinking something cooler related. But since it has been replaced… Or there is a crack in the block or head/head-gasket…

The TC on the Allison locks in 3rd gear and above, 100% of the time; probably why the 2-3 shift hits so hard in an empty truck with the reduction hubs, as the mechanical advantage they create allows the trans to satisfy its parameters to engage lockup almost immediately after the 2-3 shift...

Yep, its a tapered mount. Same thing used by Toyota, in fact I put toyota arms on my truck as it didnt have any when I recovered it from auction…:)

yea I think we came up with the ideal being ~4.5-4.7:1... A 3126/C7 might be able to use a different TPS, a 3116 would require a different lever arm, or perhaps even an eccentric cam to deliver a variable/progressive throttle rate...

Yea I usually make drivers or press arbors as necessary. one reason I usually keep scrap structural elements(pipes and bars)...

Nice axle balance!

All the specs I have seen for the TC, say 1.98;1 at stall... How much does your truck weigh keith?

yep, the high pinion is all the way at the top

that is a pic of a low pinion. the high pinion is at the top of the pumpkin with a almost horizontal driveshaft angle. another strike against us is that the rear DS is right at the max length(61") for the type 16 driveshaft, so maximum mass and maximum longitudinal vibration forces at high RPM.

Yea the driveshaft RPM at our angles is way past the red line at highway speed. Operating an engine past its peak torque RPM is like driving with an exhaust brake engaged due to the increased pumping losses, which is why users are noting significant increases in mileage with the hubs...

Yea the alternator relies on a good connection to a series wired 24v battery And the 12 from the middle.. as mentioned check ALL the connections. one way to confirm connections is to take actual voltage drop measurements. You need a piece of wire long enough to reach between battery and alt...

Don’t forget running over Graboids…

It covers such a small segment of the frame and ties neither fore or aft into the structure anywhere to form any triangles(no triangles, no structural enhancement), I don’t see it providing any structural enhancement, in fact all the holes they put in the frame to spread out the lifting load...

Have you lowered the cab on it? Does the tunnel edge clear that ex brake bracket?

Plugged is plugged… Paint it yellow, yoool be fiiine…

I posted a vid testing a PACBRAKE PRBX valve in my shop. Nothing being hidden here:) I am going to put it down where the joint is located at the muffler inlet. its a little less cluttered/crowded there than up at the turbo outlet, especially considering my altered intake routing to get the...