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Yea Allen we proved you can get a square peg in a round hole. I could not have done it without your help keeping an eye on things. Your welcome.

Thanks for the clarification. Yea I like to research and do not like to go by one person opinion as said "anyone" can "claim" anything on the web even lie. As I said some of the bigger transmission trucks like the HEMTT had problems with the switch. Do not know all the facts and if heat was the...

Just to be clear I would never say engine oil peforms better than ATF on road in the Allison. My only fear is I will be the one that with the switch has a problem. I think I will just stay with the engine oil for now in the 915A2. If it has a problem in my life time then since my motor is...

Go the the TM section and pull up TM 9-2910-226-34 page 3-35 for a good pic. If what I think you are saying you took the fuel control unit apart to get it working free. If you removed the nut that holds the arm on the assembly and pull it apart it should have had splines on it. You can only get...

The old saying if it is not broken don't fix it. I never had a problem with my A3. My Allison in my 915A2 has engine oil and no problems so far and thousands of miles. After talking to the Allison fluid engineer that ok engine oil in our trucks back in the day I left mine alone. He also said the...

The pin rides in the plunger sleeve to control fuel and is part of the fuel control assembely. Does the TM I posted answer what you need?

Would seem if you switch to ATF as long as you do not over heat the oil / the transmission then all might be good. Engine oil was approved buy a fluid engineer that I posted here. There were some problems when some switched to ATF in the bigger machines. The engine oil kept the transmission...

Are you talking about the sleeve pin and the fuel control unit assemblies?

I thought these came with a load of HMMWV parts but can't remember. Just about 5 foot 10 inches long with 6 twisty lock thingy things and I have six of them. Tanks

The more I strain my little brain on this I am now leaning to air in the system. I say lean because I can tilt pretty far before I fall down. It's James to you sir.

If no pressure relief then the other is the overflow valve on the head that maintains the correct pressure in the Head. As said an in cab fuel pressure gage would tell if it is a pressure drop off. So that or some restriction is happening and closing off the flow if fuel pressure is the problem...

Was thinking last night about fuel pressure loss. We already know the motor will idle/run with the pressure relief valve on the secondary open or even removed. Now to check the relief valve you would have to disconnect both fuel lines from the T fitting where the relief is. The one from the Head...

WHY? To much time on my hands. Cool old rig though.

Whhttps://youtu.be/5XcKBmdfpWs

For now with the weeping little bit of fuel from the Head and IP. Loosen one and retorque that one Head nut to 18/20 foot pounds then in x wise pattern loosen one of the other and retorque. Then the other two in x wise pattern. Weeping I do not believe will cause your problem. Guess you do not...

I don't know I do like water toys. Going to be a tuff month on the call.

Wes most do not have your built in torque arm and the touchy feely thing you have going on. Not to mention the Dream Police aka voices in your head telling you things we might not want to know. Yea back in 1981 when I started my paving and excavation company we had four big GMC triaxles dumps...

Every truck military or not the wheel bearing nuts are RH threads I have found. So any half way good CW torque wrench should go to 100/150 preload to seat then back off and then go to 50 foot pounds. Then back of maybe 1/4. I know some have said with the outer grease seal they broke off the tab...

I started to read you thread but with that black font I stopped real quick.

Yep Thanks. I look but I do not see as for remember forget it. One or both chunks locked up.