Search results

The starter is cabled directly to the batteries. The ABS computer gets it's power from the PDP which is on the other side of the LBCD, the power distribution studs under the PDP, through CB's and then gets it's ground through the cab which is cabled to the chassis. It was also the case with the...

The ABS computer seems to be especially sensitive to low voltage conditions. And as @Lostchain pointed out the manual does indicate that many fault codes require an ignition power cycle to clear - so you may not be able to clear the code since it will return after the ignition cycle. Sounds to...

There appears to be a burnt PDP circuit board trace in the vicinity of CB77 as well.

Correct. I was referring to @GCecchetto's post for his A1R. Totally different gauge system. Same concerns about the 3126b oil pumps though. Same issues with the 3126b and the older C7's. CAT redesigned the pumps a couple times. And our application exposes that issue much sooner than say a...

Those look the correct shape - the ones I used were 3/32" (0.095") thickness and the diagram calls for 2 per handle (4 per truck). There's a spacer plate between the two gaskets that you can salvage. There's a lot of flex to the door panel and a lot of crush to the gaskets. I needed to go back...

The gauge itself is CANBUS to the MMDC so a low reading is not likely to be a connection issue since the signal is digital. I had nothing but problems with the pressure sensors and connectors so I replaced the engine wiring harness and in the process also found an injector wire rubbed through...

It is normally off but it has weird behavior after clearing codes. I've experienced clearing codes and then the ABS light still not going out till you drive a few MPH then it goes out. I recall having to play with it after fixing a dirty wheel speed sensor and it wasn't straightforward how to...

Does the software say the light is on? Do the wheel speeds read correctly while driving? I have noticed that you have to power cycle the unit after you clear codes to get the light to go out.

I haven't found an alternate source for them. I'm guessing that MME is buying them directly from TriMark. The part numbers are: Left: 20934-01 2540-01-523-2791 Right: 20933-01 2540-01-523-2765 I found mine on a random ebay listing and they were clearly surplus.

Well.... Not exactly. Note I said newest revision. The original handles on my 2008 used this key. And your original handles should use the exact same key (all of the FMTV's used the same key code if they had the same revision handle): I had these cut by my local smith using a cylinder I...

A1R's already have the Trimark paddle handles. They don't need this modification.

No. The inside handles should both pull up. If the door handle unlocks with jiggling then the outside door handle assembly is worn out. This is what the newest revision handles use for keys:

I hope not. The disembodied hand of Steve's ghost can stay the heck out of my wallet..... In all seriousness though - I doubt it and it wouldn't be a great idea. The US military doesn't use fruit.

J1708/J1939 is the interface protocol. It's the heavy duty equivalent to "OBD-II", etc that you probably know from your automotive background. CAT ET is Caterpillars official diagnostic and programming software but for simply pulling codes you don't actually need that. What you want for a laptop...

His updated post from today says he has a CEL when powered up. Doesn't meant the ECM was correctly programmed, but this is why I encourage people to get a diagnostic tool. There's so much about how these trucks are setup that is not understood by heavy equipment shops and sending an ECM out to...

Troubleshooting a computer controlled engine without consulting the computer is an exercise in madness and futility. Get a J1708 / J1939 interface and actually find out what the computer wants to get the engine running.

Same. Odd since it's connected to the bus but yeah even on the new A1P2 trucks I haven't got it to work with J1939. Doesn't seem to be an issue though for troubleshooting so I haven't bothered to look into it.

PGN is Parameter Group Number 65226. See the "(0)" at the end? That means the response to the DM1 PGN 65226 request was zero. In other words there are no active faults. Check powers and grounds to the ABS module.

LBCD is between the spare tire and the air filter housing. Early A1's may have the older polarity protection box which is just some big potted diodes to keep PVT Snuffy from connecting the batteries wrong and bursting the truck into flames. The LBCD replaced it when the 100A alternator rose to...

Nice. I wonder how many M1082's are running around with stored codes.