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All off of the SF-97 for my M1079, just stood there with my mouth shut and the DOL clerk pulled all the appropriate info from their computer system with what was on the sheet…

WA. titled mine as Class 6, 19.5-26K, Gross on the registration is 26K…

And your driveshafts and engine will thank you…

yea there are other ways to do this...

Once their operation is understood, the 3 lever is pretty robust and typically does not act wonky:)

Having this discussion on FB and i doubt there is any real physical difference between the RS-15 and RF-19 except possibly/probably the spring package they are paired with. Maybe they have different axles fitted, but i suspect the housing castings are the same. I think Acella is re-springing...

What truck is this on? If it has cab air suspension it should have 4 air lines to the hydraulic valve, 2 for AOP hydraulic control and 2 for cab suspension. if it does not have cab suspension, the line that runs toward the rear is connected to a remote control supply valve. That valve samples...

some of the failures may also be related to the high RPM they must endure at highway speed with the 7.8:1 axle ratio... The only other people who run these engines approaching that high an RPM are the marine users and they don't have air compressors fitted... You can still see the marks from...

its a slow process until one day you wake up and there you are...:)

Its also dead easy to control CTIS manually if you don’t want to pop for a new controller. I am at that stage in my life where I don’t feel the need to have yet another controller doing something for me:) 3 switches and a pressure gauge And control is at my fingertips whenever I choose to use...

Check and make sure the switch assembly is properly grounded. They can act wonky when they are not grounded. You can also pull the switch and jumper the appropriate pins in the harness connector to enable brake, turn and headlights to test those circuits...

Yep, service drive and enter should enable the stop, turn-signals and headlights...

There is another place down in Louisiana, CCCABLES (custom Control Cables) that may also be able to gin something up based on your current cable specs(centr cable diameter, outer sheath dia, bulkhead dimensions, overall length and cable travel... Lotsa things still run with control cables...

1. download all the manuals for it here at S S 2. look in the 24P manual for the part number 12420561 3. Google that part number... or look for suitable alternatives in other areas where the 3116 is used... Good Luck and "Welcome to the party pal" ...

Yea you need a certain number of posting in the forum before it unlocks the message function…

The math says you should be fine. Stock 3126B 274@~800FT/LB. With 3.9:1 on the axles total(vis 7.8:1 stock), at peak torque/TC stall should deliver roughly 17,035lb of thrust from the tires in 1st/mode. It should be able to drag 24K up a 45.2 degree Slope. DS Torque 4712FT/LB. 78% of max…...

You had no main pressure on the transfer case port? There is another sample port for main pressure on the bottom/underside of the transmission control module. You will find pressure test specs in appendix B of that Allison Manual. Idling In Neutral you should have 218-276 PSI of main pressure…

correct. I have modified my wiring to do this when I configured my exhaust brake control.

Here is a VIM diagram from the A0 schematic drawings. You have the A0 manuals right? A2 to A3 jumpered on the VIM, or SF01’s contacts, pin 30-87, will generate a transfer case diff-lock request to the TCU. On the later WTEC 3 and 4 trucks(98+ A0 and A1) that don’t use the VIM they simply...

D1 on the VIM? D1 is an output to the power divider air solenoid on a 3 axle truck. Grounding it will have no effect on the trans and will probably pop a circuit breaker(CB 21)… to send a diff lock/4X4 request it needs to be a signal ground from within the trans wiring system. Truck ground...