Search results

Dammit Keith! :) The solar is probably keeping the batts in a good place, so your alt has nothing better to do as soon as you start up, so the added load is probably not a big deal.

unfortunately alternators don’t work like that... they are a constant voltage power supply and dont know nothing about battery float voltage. Being a constant voltage supply, all they know is to make rated voltage until the load is so great they are unable to maintain that. I have actually...

Well it is easier to pull a door than to strip out the hardware to hold as spares... Somewhere there is a truck headed to excess with a bed full of stripped doors:)

10-40V… then the signal off of K11 pin 87A should work fine as engine sense. yes you can use surplus alt power when the service batteries are fully charged, but thats the problem, knowing the batts are full, and if you are still running four of the 6T batts, that can take quite a while to...

How many truck batteries are you running? If you have 4, all the output of the 100A alt is spoken for. they really screwed up putting 4 large batts with this dual volt 100A alt(basically two 50A alts in series). The lighting load is half of your available 12v output and any 12v load...

Yea there is no discrete contact closure, K11 would give you 24V. You could use that drive a second relay as well,as enable the alternator to get a dry contact closure. You could also get a voltage sense module to monitor system voltage. When it goes over 13.8V it could provide the control...

And maybe a few brain cells:)

Believe the ”curb weight” figure includes ~1000# of crew and fuel weight…

As long as it was driven normally to the point where you are starting the tow from then everything inside the trans would have been normally lubricated, and you should be OK for up to a 100 mile flat tow at low speed.

The Allison 3000 series does not employ any locking/park pawl in its design. It will roll any time that the engine is not running(no hydraulic pressure to lock clutches) and a gear is not selected… The lube level is below the turbine assembly, so no possibility of natural splash in the main...

Neutral engages the C5 clutch in the transmission. I have not specifically determined what the C5 clutch does for you in neutral… now I do know that Allison does not like to switch more than one solenoid pair at a time. IE: using pulse width modulation, they roll off one, while simultaneously...

H is the main power input feed from CB40… F is the tie back to the main ground distribution point in the power panel, TB2. Line F is also tied to pins A and B in the solenoid connector and provides the ground return for the solenoids when power is applied to R, B or C on the controller...

oh I agree, the only fairly steep eco hillclimb shot I have seen they were starting to spin, but still motored right over the top…

If you get a chance, measure slope angles you drive up or cant:)

I haven’t found one on my axles…

yep, but it also needs to survive being drug and spun thru the mud. Thats the trickey part… i have the other parts worked out in my head, just not a wheel speed sensor that is surviveable…

Dedicated power systems might be a little overkill. The systems you are talking about powering are pretty robust, otherwise we would be discussung their failures here regularly, and we simply do not, despite all the alt and batt issues we see. There are other ways to do this also, Newmar makes...

This could be as simple as that C7 valve down in the transfer not opening fully. If it were something else leaking I would expect to see a significant drop on main pressure, but if it was driving thru gears fine in mode it does not sound like that was the case...

Also which main did you check? I suspect they used the retarder control circuit(solenoid H) to control center diff lock(note in the schematic shows H and output speed sensor either going to retarder or transfer case). Main pressure is fed aft into the transfer case housing and down. There is...