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Ok! Well probably can rule that out. The next thing I would look at is to check all the grommets and seals on the firewall up under the dash and also check out and clean all of the cowling area - I've seen where vehicles can get pine needles and other debris build-up in the cowl area where air...

They claim this in the documentation - I'm a bit skeptical at least as regards the 100A alternators. If that was the case and they limited themselves to their rated output and they were capable of 100% duty cycle then what's with the high failure rate and eventual upgrade to the 260A units? If...

Interesting - my discussion with an engineer at Niehoff indicated that these alts - brushless alts in general as I understood it - were slow to respond to voltage changes and also AC ripple of much greater amplitude was considered normal. Now I would love your EE explanation of how the LBCD...

Windshield gasket?

I've now seen at least 4 CAT pressure transducer failures - my oil pressure and boost pressure and another C7 truck at the Motorpool had both of the same transducers fail. In the case of the Motorpool truck the oil pressure was stuck at 61 psi, and the boost pressure was stuck at 0 psi. New...

First off - stop buying anything from MME. $800 for a 100A regulator is robbery. Check out my thread on the topic of OVCO: https://www.steelsoldiers.com/threads/2008-a1r-with-260a-charging-questions.206182/ And the carnage inside the LBCD...

Ah that makes sense. Those trucks aren't seen on the civilian side - the military hasn't marked them for disposal yet - in fact the A1 trucks are still authorized at some levels. Only the A0 trucks are technically past their useful life and have a Maintenance Expenditure Limit (MEL) of zero...

Thanks for the tips! The modulator on the transmission looks to have a small threaded grub screw in the end of it - is that the adjustable unit? This truck has only 8k miles on it but seems to have been messed with by complete idiots that couldn't get it to run or drive correctly so they have...

I got this M1009 unit running and first drive - no shift out of 1st gear. Got 20" of vacuum from the pump. Nothing from the regulator valve. I took it apart and cleaned it up - did get it to function at least a little bit by unscrewing the top to put more tension on the spring inside. Got it...

I use some penetrating oil, then also "shock" the top of the screw head straight down with a hammer and punch. Work them back and forth gently till they come out. I have a very high success rate this way. But some are going to break no matter what you do. Drilling them out after they are broken...

Give it a whiff of ether and see if it kicks off for a second - make sure it's a very small amount. If it does then chances are there's some computer lockout or wiring issue that's not enabling the fueling. I'm no expert on the JLTV. Also I have to say - having looked over a JLVT - WAY too...

Interesting - are you referring to the LTAS trucks? The A1P2 trucks with the up armored cabs? My 2008 M1079 A1R 4x4 (non armored) is wired for 55 psi highway.

There are two termination resistors - one is near the engine ECM, and the other is below the dash on the passenger side. They are 3-pin Deutsch termination resistor connectors: https://mypartsuniverse.com/products/deutsch-dt06-3s-p006-dt3-resistor-f The idiot light panel runs off the MMDC...

Interesting that they use the peak and hold PWM control style. I wonder if these low impedance solenoids are considered a more reliable component. The consumer side of things - injectors and most valve body control solenoids in automotive - are generally high impedance since the late 1990's...

Maybe it only changes to the 50/50 PWM scheme at a specific throttle percentage? :unsure: Definitely scope time.

In cold weather you have to manually vent the wheel valves or they can leak and not hold pressure - remove the screws from the wheel valve covers. If the valves are in good condition they generally work down to below 0 degrees. But old diaphragms may be adversely affected at higher temps due...

Aaaaaannnnndddd - now you see why I run four 6TAGM's. Two batteries work in a *perfect* world. They even work in a slightly imperfect world. They are better for the wimpy 100A alternator - no question. And two AGM's are better than 2 flooded cells. But if you lose a battery - it goes short...

Yes the AGM's are 1150 CCA each. And they aren't nearly as affected by cold temps as the flooded batteries or the lithium batteries. The FMTV's had arctic battery heating kits as optional accessories - basically unnecessary with the AGM's.

Yeah of course the habitat is self-contained. But I can manually switch the solar over to the truck batteries if necessary and the Victron's are there to supplement the solar array. Backups and contingencies. But yes they have separate battery banks.

I don't disagree with any of those points in principle. I have contingency plans however. If I lose an alt I can drive for quite some distance on the four 6TAGM's. Further I can charge the 6TAGM's from my solar array or my diesel generator. And I have my original 260A as a spare, plus an...