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I have new coils. PM me if you're interested.Is there a source for parts on the Eaton pcu? I have 2 dead coils. Part number on the coil looks to be 5C-411-P7.
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I have new coils. PM me if you're interested.Is there a source for parts on the Eaton pcu? I have 2 dead coils. Part number on the coil looks to be 5C-411-P7.
Great to hear, we hope to have some better wheel valve parts coming soon that will solve the old cold temperature issues.Well I fixed the right two rear hub seals. There was shredded rubber fluffy crap in there. I assume the seal. I changed all the fittings over to JIC. This required 4 new 3/4" 45 degree NPT/JIC adapters and tube ends. The tube ends were expensive but at least they are longer, have more grip and are a better product. Now everything on the truck is JIC and I'll continue the theme as I work on the vehicle to standardize. At some point the brake system will need love and I think I'll go with DOT brass or stainless push lock on the air supply. This ain't going to be cheap but is going to be right. Way it is at least I'm cheap labor!
Some useful notes:
-I still have to do a front hub seal but am impatient so picked up a JIC cap to blank it off. It's super easy to reach this and cap it.
-With one hub blanked the system sees an imbalance and will initiate the run flat mode (see manual). It may fault but a reset and it'll keep going. When it gets close to pressure the run flat mode will disappear and it'll act normally. It does this more at lower pressures like X-C than HWY. It's also sensitive to having the truck compressor running at full speed than idle. Times out I think. I expect this to get better when all 6 wheels are connected.
-CTIS works fine (once proper pressure achieved) when rolling and one wheel blanked. I tested this for about 30 miles. It does it's checks, releases air, etc.. All good. I'm adding to my on board spares a JIC cap, some service wrenches and my test tool. That way if I have a failure in the field I can blank off just the one and be about my business until I can make a repair.
-The truck is new to me and I'm still getting to all the fluids. Not a lot came out of the axles when I did the seals. After the seals I topped up the axles and they took about a gallon apiece (which is a bout a third of their capacity). Luckily the gears look great (thanks US ARMY for over engineering these!). I think low axle levels may be a contributor to CTIS hub seals going bad. The seals need that splash lube on the outsides to keep intact. Also I cleaned the hub passages front to back there are annular passages that allow the lube to travel from the flange side to the interior and lubricate the inner bearing and therefore CTIS seal. Mine had grease chunks in there I assume from the RSMS monkeys and it may have impeded flow.
That's about it. Front seal on order. Super happy to have an operational CTIS system! Thought I would update this as somebody may find the info useful.
From what I understand talking to some motor pool guys that were stationed in AK the issue was moisture in the lines (for the most part) causing their malfunctions. Occurs to me that, on the truck I have at least, the air supply is right off the wet tank and there's a rather whimpy moisture separator under the dash. Maybe an investment there is a good idea? Mine leaked and I stuck a schraeder in there and periodically bleed it. I live in a temperate climate though so for me it's not worth chasing......Great to hear, we hope to have some better wheel valve parts coming soon that will solve the old cold temperature issues.
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