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Yea I would say toasted bushings could cause that. Some interaction with the cab lift cylinder, since it applies all its upward force on the passenger side probably also has something to do with it…

There is an excite terminal and an AC terminal on the alternator regulator. But this signal is used by the LBCD For its operation. Not sure if it is even in a format that would properly drive an AC or alternator tach, it was designed to feed the LBCD, both components built be C.E.Neihoff… in...

The A1 crank sensor is an ECU sensor. The tach signal/RPM data is on the J1939 bus on the A1… I don’t think you can use the tach AC signal as the LBCD uses that signal… Are you trying to add a tach? Google “J1939 tach”

Works now, thanks

Ok, looks like we can post here now. As discussed on messenger, i would like a set for a 4X truck. I have some pretty good terrain on my property where I can do before and after power requirement testing...

Thats funny, I have insufficient privelages to reply in that thread...

So do you have an LMTV? Along with altitude, your biggest factor is going to be weight. With the stock gearing at a given weight, it takes X amount of RPM/torque. I will be curious how much added torque it takes to perform tasks. I have some pretty good terrain available on my property so...

The hub gears are a form of planetary gearset. A planetary has 3 parts, driven, reference and drive. To get a ratio out of a planetary you drive 1 part, brake or hold one part and the 3rd part becomes your output. We hold the inner gear by attaching it to the spindle, we spin the outer gear...

Yea that would be a pretty complex mechanism…

Well if it is just the right front, what does the dash right turn arrow do? Does it flash reliably/consistently when commanded? what happens when you turn on the hazard flasher switch? I said the fronts were pretty straightforward. The signal goes from the flasher to the hazard switch...

First off, what exactly is it doing? The signal system is complex mixing 12 and 24. Intervehicular signaling. But the fronts are probably the most straifhtforward part, so need to know exactly what is happening...

Yea if it was a traditional rear wheel drivetrain/4WD transfer case system, traditional matching locking hubs in the front might be applicable. but it is not, so they are not…

If it is doing it unloaded, it is probably leaking back thru the dryer outlet check valve in the upper dryer housing… there is a large nut top center of the housing with an elbow screwed into it. If you disconnect the outlet hose from the elbow, and unscrew that large nut from the upper cover...

Yep, the cam in the end should stay pointed at the cab floor as the cab rotates. Its purpose is to ride in the long slot in the rod end when the cab is lowered and floating on the air suspension. As you raise the cab it should rotate with the cab into the short slot. This allows the cylinder...

Did you put an Oring in the groove on the new purge valve assembly? There is one on the old valve in your pic, but not on the new valve… When the governor reaches set pressure, it unloads the compressor and sends system air pressure down to that little plastic line attached to the bottom of...

A little side probably isn't a problem, the pivot structure is fairly rigid, and the cab after all is lifted asymmetrically from one side anyway, so it has some tolerance in this regard. As Chucky mentioned, you don’t want the front uphill. By design, the lift rotates the cab a few degrees...

So maybe something stalled the pump… You are not the only owner of this truck. The offending component may have left with a previous oil change…

Or something fell thru the gears and the pump housing was the weakest outlet for the gear displacement…

CTIS is actually fairly simple…

Chapter 13-5 in the manual has a horrible description of measuring toe-in(says to install the gauge at the bottom, measure there then roll the vehicle forward, which would put the gauge on the back side and probably in conflict with the driveshaft), but it states toe-in should be between 0-1/8”…