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Not a clue if it can absorb that, the fact you are getting a trans code prettymuch confirms a spike and it not being absorbed. This could be a diode breaking down in the rectifiers in the alt chassis...

What General said punch in the middle of the screw head and tap with a hammer to break up the white powdered oxide between aluminum case and steel threads. Have the same issue with old motorcycle case screws and shocking them has proven very effective over the years. Shocking/tapping while...

Here is the first one I did on the hydraulic changes.

Not sure how much lateral force the bed mounting scheme was intended to withstand, havn’t really looked at that structure…

@Xengineguy Ok, i got a chance to take some readings. I don't have a 3 Ohm injector or solenoid to measure into so these were taken into a 85 Ohm 12v relay coil. Readings taken with a Fluke 87. My A0 WTEC2 TCU won’t enable diff lock until the engine is running. with the ignition on I get...

Ok, MY 4WD problem is solved. It was my VIM delete. A friend of mine shared some info about an issue he heard of where the 4WD failure turned out to be a bad 161-163 circuit. This pointed me back toward the VIM as that circuit does go thru the VIM. I misidentified that circuit when I did my...

Low impedance and peak/hold PWM to vary the current allowed more rapid and precise control. it makes sense to have just one control scheme and stick with it, even though the C7 solenoid really only needs to be an on/off. In the 3060 troubleshooting manual it states that the H solenoid(3060...

You would need to limit current flow with direct DC otherwise you would cook the low impedance C7 solenoid coil. i am not sure if the C7 solenoid valve vents when open, but I was able to feed air into the clutch port and engage it, with little apparent leak-down, and the air I shot in blew...

I checked the diff-lock light/power divider signal(wire 125) and it is also not changing state with mode either, but the trans display indicates mode and shifts to the 5 speed limit… this is starting to look like TCU output for my issue, grumble grumble. I will pull the TCU out and see if I can...

Ok after checking today i see no signal change of state when selecting or de-selecting mode so I am going to have to look into this further. What I do see is 7.4Khz pulsed at a 29% duty cycle whenever the ignition is turned on. Allison uses a 2 stage peak and hold Pulse Width Modulation...

Unfortunately i cannot tell you for certain, as i removed my manifold and AOP for a larger volume hand pump years ago, before I ever played with it much. There are half a dozzen checks, depending on which valve type you have. All 3 plugs on the rearward face of the manifold are checks. One...

I think you are on the exact right track. The return path forks. One leg goes back to the hand pump reservoir. The other feeds the AOP reservoir. The AOP leg has two checks in parallel, one pointing/flowing each way. The one flowing toward the AOP has a 5PSI cracking pressure, so it should...

Oh yea its a struggle… but when things get hard, that is usually where the weak links are exposed…

They should have been… what was the state of charge,? how old are they? Did they drop equally in voltage while cranking?

OK A1 The neutral relay K26 provides power to the alt excite relay k11. the oil pressure switch provides a path to ground to energize k11 and the oil idiot light below 15PSI oil pressure. So when you turn on the ignition switch the trans should power up, both those relays and the oil idiot...

The Neihoff is a well made alt, the problem is if I loose one out on the road somewhere, repair is basically unobtanium. Or it is very expensive if I can find someone to send me one. Something like a delco or leece is way more common, replacements and parts are readily available and a fraction...

You know I have looked at that diagram in appendix B of the troubleshooting manual about a hundred times over the years and never managed to pull that 7/16-20 note out of it:) thats exactly what I needed, thanks… 1/4” or -4 ORB, same as what is on our hydraulic cylinders. Have plenty of...

There is no debris in the case or strainer, drained it this summer confirming speed sensor source and tooth count. Dont think they are a failsafe config, i guess I will be finding out. I did notice the controller output for the diff-lock light(wire 125), that we use to control the power...

Dont have them on yet. It has had to wait untill i could get my cab suspension fabricated. The C7 pressure isnt monitored, which is why I will need to hook up a pressure gauge. The solenoid electrical circuit is Monitored, Which is how I know it has a good circuit, because it sets a 45-23...

Did you ever resolve this? Was backing up in the snow into my garage today and discovered I only had the 70/30AWD split in mode… the TCU is monitoring a good circuit thru the solenoid(threw a code when I disconnected it), so either the TCU isnt sending the signal, or the valve is not opening...