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Oops, second pic of the PPD label…

I think it is connected, i added some red markup, to a zoomed-in pic below. the 2 arrows are pointing at what looks to be the lower straight edge of the terminal lugs, which appear to be inline with the two cables… but even if it was not connected, where is the other end of that cable on the...

Wouldn't be particularly difficult to whip one up in steel or aluminum either:)

Holy Schneikies! The first pic of the polarity protection device shows it has 4 terminals. Should be a diagram on the side of it showing which terminals are 24V batt, 12V Batt, 24V load and 12V load The alternator and battery leads connect to the 24V Batt and 12V Batt terminals(4 wires...

I think shift point programming will be an Allison core programming thing and not accessible by any of us mere mortals… Allison Routinely locks out the second OD(our 7th gear) in many MD3060(our core transmission) applications. This is a common topic on the schoolie conversion forums, "how do...

Well then sadly, I cannot help you beyond how it is SUPPOSED to be wired and operate. I would still look to the polarity box and see what is on the 12V batt and load terminals. was it modified to provide 12V from a 24-12 converter, that is not working or not turned on?. That is how I have...

There is a power connection from the middle of the 24V battery, 12V to the polarity protection device forward of 1079 box, between spare and air filter. 12V passes thru a diode there and flows on to the X2 12V test point in the power panel and from there is distributed by the PDP. I am aware...

12 and 24V run from batteries to the Polarity Protection Device 12 and 24v batt terminals between spare and air filter. The alternator is also connected to those same 12 and 24V Batt terminals on the polarity box. THE power cables to the cab PDP are connected to the 12 and 24v load terminals on...

Exactly! The max cab load is probably under 25A for 14/28 combined, and the cables they used up to the power panel are probably good for close to 100A at those lengths, so you should see very little voltage drop on any circuit under normal use...

yep, developed voltage between the different ground points = resistance, probably in the connection points. All wires have resistance so you will see voltage, when doing this voltage drop test. it should just never be more than ~3% of the voltage carried by the circuit, or ~.84V for a 28V...

What year is this truck? The MMDC is the digital controller that drives the bussed/digital/electronic gauges. located under the drivers dash. All those check lights along with ABS could be caused by corrupted data buss information... Grounds: Starter to drivers frame alt to pax frame cab to...

Charge voltage dropping is a weird symptom, unless it is confusing the crap out of the MMDC... With 5 solids it is probably the CTIS box, or a power feed issue , in which case a new CTIS will have the same issues

"uh-uh... I know what you are thinking, did he fire 6 shots or only 5"... So, You feelin lucky?

did the reader function OK with CTIS connected? one potential issue we have seen here is the bad module pulls down/corrupts the data bus causing the other faults, and in some cases frying the bus end loading/termination resistors... 5 solids is usually a dead CTIS controller(failed internal...

And of course the other side of this coin is that it is really poor design/planning that puts two compatible connectors adjacent to each other that are NOT intended to ever connect to each other... At some point, some bright light is going to decide that those two should be mated...:) I call...

Also what RPM are you calling “Redline”… i doubt the engine is ever pushed over max governed RPM as the trans controller will not allow it… also of note is that the marine variants of these engines have a max governed RPM typically several hundred RPM higher than the road variants…

Here is the link…

Correct! if the lift line from tank to primer is intact, the primer should suck fuel from the tank in ~16 pumps., just like in the video. if not, the lift line, crimps or fittings are not sealing properly and is allowing air in instead of lifting fuel, or there is a leak on the tank supply...

Heat transfer is about temp difference, surface area and TIME. There are of course a few other factors that interact with and effect these big 3(transfer material, turbulence flow rate ect) . If the coolant is flowing unrestricted, it flows faster and has less time in contact with the heat...

But regardless of what you request, the trans is still going to decide how the shift is accomplished and when... The Allison is also continuously evaluating and learning/refining its shifts. if the shifts seem overly harsh, keep doing more of them so the transmission can educate itself... I...