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Acording to the A1 schematic in the TM section of the forum the slave receptical is connected directly to the batteries...

Brought mine home...

Cool, looks like it belongs there...

I like that!

Yep, it only really comes into play once you start to loose traction. More weight in back = more traction... They did the same thing on ford aerostars and expeditions(maybe others also but those are the limit of my experience) with an electric locker controlled by the driveshaft RPM sensors and...

Actually found reference to this today in TM9-2320-365-34-1 page 1-9(page 45 in the .pdf). “c. Transfer Case. The transfer case (3, Figure 1-5) provides the transmission (2) with the seventh gear (low gear, or 1st gear) and delivers power from the transmission to the front and rear driveshafts...

Yep, found in the back of ALL the maintenance manuals...

EUC approved today, so it took 20 days... Now to go pick the beast up...;)

All the schematics are together(electrical, hydraulic and pneumatic) you can find them in: TM 9-2320-365-20-1 the pneumatic diagrams begin on page 1691 of the pdf

Yep moisture and crap in the system are the real weakness of air brakes. Great description Awesomeness except you got the yellow park knob function backwards. You PULL it to vent park air and set the park brakes. You push it in to apply park air, compress the springs and release the park...

I disagree with this part of your description. Every air system I have ever played with, The springs are not used in normal braking. When park air was applied, the springs are taken completely out of the equation(caged with air pressure). The springs only apply about the equivelent of 60 psi...

Well you guys are just rays of sunshine:)

> with parking air brake on; both front AND rear wheels should lock right? No. Only rear brakes have dual acting air cylinders and receive park air to release(compress) the park/emergency brake springs. > with air drained from tanks..... both front and rear brakes should lock right? No...

Well the labeling leads me to believe that is the polarity protection device. Diodes in an aluminum heatsync that only allow current to flow one direction. The only reason to bypass it would be if you suspected the diode was bad. But lets play what if... So your are a new mechanic fresh...

I looked it up on CL and he wants $4500.

No idea, they said 4-8 weeks for the TSC to approve new EUC requests(2-3 weeks for someone with a previous approval). So hopefully only another 2 weeks but it could be as many as 6:0... Thanks for the heads up on the box, but that was why I even threw a bid at this cab/chassis as I really want...

yea, lots of hot stuff areound in that pic, you also forgot the girl... That battery should be in paralel with the one next to it. Would be odd for one to boil and the other not to if it was a charging issue, unless there is a connection problem or an internal shorted cell. I would lift the...

TM9-2320-365-20-1 The schematics begin around page 1650...

The advice given was not to cap the service and emergency lines, it was to de-install them COMPLETELY and cap the ports where they were connected to their respective checkvalves... These are supply lines. They both take air from the vehicle ahead and feed it to the input of two separate check...

Both front service and emergency lines come in and feed 2 check valves respectively(thru “T”s). Only reason to vent the emergency at the gladhand is in the event one of the check valves fail(the one where it feeds air in between dryer and wet tank) and backfeed the other 2 way check valve...