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Sort of. I have an old FL-50 ambulance at work with a cummins and a WTEC2, that has that round trans diagnostic plug… Or its a 3 with a 2 control pad:)

I think the drawing is a little off, which is not out of the ordinary for that manual, but I am pretty sure that is the same 6 pin Deutsch test plug that we are familiar with. The 24P identifies it as J117. 48 PAOZZ 19207 12421844 .CONNECTOR,RECEPTACL (J117)........ 1 and a...

Well with Allison doc you can program different target and max RPMs, but if you have 2:1 hubs/7.8:1 axle ratio, it probably won’t shift any smoother until you put 2.5+ tons in the back… The Allison is constantly learning/refining its shifts, its base program looks at the engagement speeds and...

It appears to be in the 24P manual(they both are deutsch and GM connectors)… In the end they use the same 4 pins. +DC, Ground and two serial lines

Pulled my muffler for my “stack”, straight out the back:), Re-arranged my air dryer and wet tank plumbing for the hydraulic pump and habitat box install… have been thinking that some driveline hoops might keep a failed DS/U-joint from wiping out a transfer case…

they still call it J117, same as the old GM connector. Its on the WTEC3 interface page(shows the panel relays used in place of the VIM) in the A0 schematic…

That 6 pin round deutsch plug is an Allison comms option for WTEC 2 and 3, besides the GM dual inline connector the earlier A0 trucks came with… I have both the GM and a round adapter for my pro-link. Also have a FL-50 ambulance at work with a WTEC2/cummins and the 6 pin round plug…

The center differential lock in the transfer case (goes from 70/30 AWD torque split to 50/50 4WD) is accomplished directly by the transmission when mode is selected. The TCU outputs a signal to power that second solenoid under the dash that feeds that 1/4” line to the power divider differential...

It locks the power divider, which is basically a center differential between the axles, like the center diff in the transfer case is a differential between the front and rear axles on a 4X4(or a 6x6). Basically when not in mode if you lift any single tire, all the torque can escape thru that...

it could be a PPD issue, but I doubt it as is just a set of diodes and quite robust. The only issues I have seen with them are due to corrosion at the terminal studs as it is out in the weather. Don’t recall a diode failure. Clean all those therminals… The A0 manuals are available here on...

Small boat anchors, ashtrays, the possibilities are only limited by your imagination:)

You have 3 paths to follow. Start at the batteries, follow the ground wire hand over hand to the inst shunt, then on to the front of the starter motor, then the strap over to the drivers frame. Next check the alternator ground strap, then the cab ground strap from passenger frame rail to the...

Yes, you can delete the LBCD regardless of using 2 or 4 batteries. You can also simply unplug it... It does control the charge system failure light, but it only does so if it sees low voltage above a certain alternator RPM. The LBCD's main function is as a polarity protection device. its...

I suspect you will still find leakage elsewhere. There is an output check valve on the air dryer, so once the air is pumped past that, there should be no going back to the compressor... If it is happening while driving, i would first inspect the park air lines, anti-compound valve and spring...

The Allison will operate without TPS input, it falls back to its shift-point RPM table, but that can make for harsher shifting, and it looses the ability to call for a kick-down when calling for acceleration at speed… Not sure if there is a different/separate code for TPS data issues when using...

I don’t see any way to get ECU TPS info from ECU to TCU except via the J1939 buss…

what General said:). Probably a bad or missing buss term resistor. hard shifts are not uncommon unloaded due to the final axle gearing. Basically the mechanical advantage puts the trans clutch roll-on/roll -off PWM signaling at the end of its range. Put a ton or so in the back and it should...

Same with a relay. A relay is only polarity conscious when it has an installed diode, like is specced on our trucks, so the panel is wired so pin 86 is always + and pin 85 is always ground…

Yep, that's the diagram... Fly-back diodes are good practice to lessen arcing on the controlling sw and resultant noise, but are not typically necessary. they also help the field collapse a little faster, and of course the larger the coil the larger the fly-back, which is where the large aux...

I have never seen a fly-back diode internal to a solenoid coil, and unless they already grounded one side of it, the solenoid coil is not polarity sensitive. many starters already have one coil lead tied to ground on the starter case and no second terminal to connect to. The second terminal...