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The shock IS the limit stop as it is in many suspension systems…

Wow! So used to NOT seeing it I scanned right past it, feels like its going to be another monday:)

Short or a very loose/intermittent connection that is cooking off trying to feed its normal current. Read the codes on the trans, you probably have a low voltage fault stored. Then you need to look back along that trans power pathway… most of the connections are plug in or spade terminals, but...

The killer on the dual volt alternator output capacity is that half of its amp capacity is delivered at 12V, so with 12v loaded to capacity, overall alt output is cut by 1/3 over that of a straight 100A@24V alt(1930W vs 2800W). For a straight 24V alt, 100A is probably plenty, even for 4 6T...

Or that one time I over pre-loaded a front spindle nut and fusion welded the hub to the bearings and the bearings to the spindle…:)

The vampire load on the A0 is from the transmission. You can pull CB22 to remove that current draw...

Multi-Clicking relays/solenoids is classic bad connection. A weak connection will pass full voltage untill you try and pull current thru it. Most likley spots as mentioned are the polarity box and shunt behind cab between airfilter and spare, as those are out in the weather... The main...

Between axle and frame? Those should be the same as the brake lines.

Have you gone thru the Neihoff manual troubleshooting steps? There is a procedure in there to determine if it is an alternator or regulator. As mentioned you need 24v on the ENG terminal on the voltage regulator, thats the forward screw terminal on the reg, to turn on the alternator. That...

Simple shape, someone with a 3d printer could probably crank one out pretty quickly…

Ok, thats an A0. first check I would do is measure the voltage at the test points on the left side of the power panel. You have a ground(X3) 12V(X2) and 24V(X1) test points and you should see battery voltage measured on X1 and X2 to X3 test points, minus about 1/2 volt as it passes thru diodes...

Yea I did a utube video on this also. I think the biggest issue on these is trapped air. Once it is compressed in the cylinder it acts like a spring and any air in the line or a leaking valve will allow that air to force fluid out fast enough to lock the ball. I think the key to releasing...

First off, what year and model truck is this? Does master stop mean main ignition switch above the start button? The park brake, and the whole brake system does not require electricity. What it does require is air pressure. If the park control wont pull up, it is probably because it is...

The LBCD has their bandaid for matching 240AH of batteries to a 100A(combined output) alternator. It performs 3 functions. 1. It has diodes for reverse polarity protection between the batt and load terminals, so current can only flow one way to the power panel. 2. It has a sensor circuit that...

Well it sounds like something is mis-wired or crossed over somewhere. In order to feed 24 back onto the 12v side you would have to basically short the 12-24v battery and thats not going to work… the switch under the dash controlls the remote disconnect. It shouldnt cause any issues as it is...

If you are running 15W40? Is it cold there? I could see it shifting a little rougher when cold. Have you forced the trans to relearn the shift points? If this was an A0 I would suggest you check the trans throttle position sensor on top of the engine, as that can cause harsh shifting. But...

On the A1 24v battery is p115 pins 15 and 16. The wire numbers are both 136. it comes from CB43. And you pretty much have to have it available and the Allison TCU uses battery power as the source for its + output control signals like the one used to power the Neutral start relay K26. If it...

Then yours should be 24V. I can look at the diag in a few hours to confirm wiring...

On the A0 they feed 12v via the VIM to supply the battery voltage to the TCM. I believe that comes from CB22. They supply 24v ign to the TCM via CB79. I will have to look at a diagram this evening to be sure about wire numbers. They feed 24v battery and ign to the TCM on the A1... What truck...

Well it says that governor should cut-in at 105PSI… CTIS can easily consume all the air the compressor can put out. Another possibility is the the CTIS switch is not resetting properly at the low point of 89 PSI, so CTIS continues to fill and is consuming all the air. When you drop the wet...