Search results

As you can see in the below screenshot, descending a steep grade in “2” on the keypad (1 as far as the Allison is concerned) has the transmission locked up and wire #132 enabled. Input speed and turbine speed are within an rpm of each other so that also confirms lockup. side note: TPS appears to...

I would do the ECO hubs first and decide on the final drive ratio later. 3.07s won’t be unusable by any stretch of the imagination.

What you would do here is just lock the truck in 2nd gear and let the exhaust brake do its thing. I just tested this on my ECO hub truck with stock gears and the exhaust brake was effective to just below 10mph, with your 3.07s 2nd gear would have a very nice effective range for the situation you...

In my A1 truck If you manually downshift to 2nd gear the pac brake will kick back on, default programming is requesting only 3rd gear automatically. Have you tried that on yours?

Yes that is it. You will have a special jumper to connect the cable ends that used to go into that box. The power for the ECM goes through that and problems with the box or wiring could cause the “engine switch off” symptoms the OP describes. As it is bolted directly to the engine, depending on...

Sounds awesome, can you share some pictures?

1st two things to check from the 3126 book are wiring related

Remember folks, in China, RnD stands for Receive and Duplicate!

Could even be bad wiring to the ECM, my understanding of the CAT programming is that it will derate the power but not actually shut off the engine from an overheat. Bottom line, you need a scan tool hooked to your truck while driving to continue diagnosis. Otherwise you are pissing in the wind.

I have come to the same conclusion. The out of balance conduction is far too variable. In my case, I will even have a speed that will be terrible, but later in the drive will be smooth. But let’s say I’m cruising in the smooth zone for a bit and then I speed up a bit and the hop comes back...

Get your dump runs done twice as fast with an M1082!

I don’t know a ton about the air system but I did this on my truck and you are supposed to connect to the red glad hand. That should fill the tanks quick but also will remove the parking brake. I could be wrong but I feel like your tanks filling up off the blue side would indicate failing check...

My gauge is inconsistent as well. I hooked up CAT ET and realized that the ECMs sensor is much more accurate than the crappy gauge in the cluster.

Did you buy one that was parked over at the Camarillo airport?

The rooskis have certainly been having fun with the free Abrams we sent over there, they are starting quite the collection.

What COM port is the USB to serial adapter set to? Does it show up properly in windows device manager?

yes, the adaptor validator points to a problem between the PC and the DPA. did you download and install the “legacy” drivers from the Dearborn website? https://www.dgtech.com/wp-content/uploads/2017/03/DPAInstall.exe

With the ignition to the truck turned on and the DPA hooked to the truck, what does the Dearborn Adapter validator show? Screenshots please

The steering wheel issue is common as the military locks them up with a chain. If it’s driving straight then simply pop the center cap to reveal the nut and remove the steering wheel with a common puller and clock it correctly. You can also take that time to inspect the turn signal canceling...

oh darn, I could test the whole alt for you but the shipping would be pretty spendy.. Have you tried wiring up a small set of batteries directly to the alternator? If you do this carefully it will completely rule out any faulty wiring or other issues in the truck.