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I don’t have an intake heater, but that symptom also speaks to a bad connection between alt and batteries. As the inlet heater pulls current, the voltage drops and the battery and the alt should share that load. A high resistance connection back to the batteries would shift more of the inlet...

Yep, because the controller is not seeing what it expects to see, ~6-7 PSI. But the plumbing portion won’t care, and would cheerfully deflate the tires to that 20PSI relief valve setting:) So what pressure are you seeing during deflate, and how are you measuring that pressure?

At those voltages, 50% SOC AGMs should have been gobbling current… your current was fluctuating because the voltage was fluctuating…

Filters are between the wheel valve and the tire. They would not effect valve operation, only the tires overall ability to transfer air. a wheel valve not closing after a cycle is probably due to A restriction on the truck side of the wheel valve. Basically the truck side cannot vent cleanly...

I only glanced at this, and mainly read your description and missed the low current. I agree with Lostchain, that this does not make sense. alternators do NOT control current, only voltage.voltage in relation to a batteries state of charge in turn controls current delivered. When an alt...

Well a 98 should have the black modular power panel, not the green printed circuit type. On the A0 P31 is indeed the engine connection to the 3116 sensors and controls. On an A1, I am not finding P31… closest I am finding is PX33, which is the shift controller connector…

Well if you have already swapped the reg on it, probably not as it probably has a chassis fault:)

Well looks like a bad alt to me:)

Wow, thats a big difference. It also appears that the Bendix pivot to actuator distance is larger, further reducing the mechanical advantage of pedal to actuator … which is probably why it was designed for 3” more pedal lever length:)

Hmmm… 98 with a 3116, but an A1 power distribution panel?

Yep, I remember learning that from you troubleshooting your alt. they switched from low side to high side PWM field control between the 100A and the 260A. They may have done it between the older 100A 1506-1 and the 1509 when they changed the second screw terminal to deliver AC output for the...

I think it is looking for the interactions seen in the series string. IE: if it adjusts the 28V it is expecting a comparable movement in the 14v side and vis-versa. or perhaps for a given amount of 28v field drive to reach 28v, it is expecting a certain amount of 14v SCR drive to reach 14V. Say...

Please tell me more about the 3rd pic, the altered battery box diagram… yours isn’t wired like this is it? What I have observed playing with my 100A Neihoff is that it is configured as a battery balancer. It is looking for a 12v connection INTO THE MIDDLE of a 24v series battery string. When...

Yea the way they configured that cylinder, they really set it up for failure. You can drill out the outer seat and remove the check-ball. You may also be able to unscrew it. It may have notches, or an easy out may be able to get a bite on it to unscrew it(havn’t studied it, removed my crane...

Ok, of all the messed up things I have seen people do to diesel fuel systems, not understanding fully how they work, I am finally able to say this isn’t so bad… the pump looks like it has adequate flow(100-165GPH?) usually what I see is someone throwing one of those autozone inline diesel...

So what are we looking at here? I recognize the hydraulic pump:) what model fuel pump is that?

Ok, just because you didn’t touch anything in the cab, doesn’t mean something isn't wrong… first, a 95 will be an A0 truck it does not have a LBCD, it has a Polarity Protection Device or PPD(diodes in a heat-sync). Your alternator cables are on the wrong terminals. The batt and alt terminals...

looks like an appropriate solution...

If the batteries are charged and in good shape, it shouldn’t matter 2 or 4… Thats the point of the regulator:)

Not the ones I have seen:)