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Most everything except the lighting is 24V, but the main ignition switch uses 12V to energize the control power relay (K02) that powers all the 24V circuits… Here is an abbreviated start circuit diagram I condensed from the A0 tech manual. You might need this When it comes time to start it:)...

If you are missing the other smaller device in the above pic that Ohiobenz posted, that is an instrunment shunt, used to measure current flow. It is placed in the main ground line between battery and starter and can measure crank current and total alternator output back into the batteries. The...

Yea, that is the polarity protection box. It is just a set of diodes that prevents batteries that are connected backwards from doing damage in the cab. To get you off the lot, it can be bypassed, just don’t hook up your batteries backwards. In the attached pic, connect the wires circled in...

Yes, you could disconnect 598a, or you could simply remove K11. The other switched contact of K11 goes back in the harness to the troop switch(provides power when engine off) but its purpose is not specified anywhere that I have found. Coachgeo‘s idea of using it to enable lights is...

The dash gauge reads voltage from the power dist panel... neither of those wires On the reg goes to the gauge. One is 24v supplied from K11 to excite the alt once oil pressure is over 15PSI... the other wire runs to the STE connecter under the Drivers dash and is only used by the STE equip to...

I would just insulate and tie the excitation and sense wires back To the wiring bundle they come out of. one has 24v on it when the engine is running, so you need to make sure it doesn’t find a connection to ground...

Yea, we know the problems/complications with pulling 12 outta the middle of 24, that is why many of us are contemplating or are actually shifting to a straight 24v bank with converter...

Y0u mean in the event of a short circuit? A Large 90-100A marine breaker like Ohiobenz mentioned on the output 12v Would be advisable. They spec fuses for the Bussman(Seen on the drawings) those reccomendations should also be followed...

Fix what problems?

A charged 24v battery bank is capable of delivering way more than 200A@24v,so a 200@ alt should have no effect upon it... what would ultimately do it in I think is trying to feed more than 100A Out of the 12v output...

The 12v on the bussman is always an output. It is exactly half of whatever voltage is applied to the 24v terminal. If the 12v terminal is connected to the 12v in the middle of the 24v source Battery string, it provides up to 100A of 12v to balance whatever load is being drawn from the middle...

Bussman, vanner, same principal, equalize or separate 12v entirely and convert from 24 To 12...

In the first schematic the switched connection to 12v Could basically be used for emergencies, like in the event the converter should fail. If it fails, you can still easily pull the needed 12v out of the middle of the battery string to keep you going till new parts are sourced... The...

Yes the 12v coming off of the polarity box 12v output terminal feeds the 12v lug in the power panel, as does the 24v coming off of the polarity box 24v output terminal. You can remove the 12v cable coming from the alt and the 12v cable coming from the battery. They are connected to the same...

Lot of details... My plan when the dual volt alt or reg fails is to go with a 24V alt. Get the 12V out of the battery bank and use a 24-12 power supply. I have identified a 70A unit with an adjustable output(10.5-15V) and a 13V cuttoff/dropout voltage. The beauty of this is if the power supply...

The Allison ECU voltage alarm points are programmed for 35V hi and 10V med-lo, 8V low, 7V ECU shutdown, but there is a note in the Allison troubleshooting manual talking about a specific 24V VIM this makes sense as the relay coils(like for the exhaust brake) are powered by switched input voltage...

CTIS is 24V...