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<p>In about 2001 I bought a 95 F350 Power stroke diesel. I had
wanted a diesel for years.. This one had a flat bed and was a
single wheel model. I converted it to duals. I had owned the
"new"diesel about 3 days when I was driving home in 5:30 pm
traffic and the accelerator just quit working. I was able to
coast into a low area off the roadside about 50 ft from the
roadway. I tried to make the strip mall parking lot, but there
was a car ahead of me and I did not have any power steering. I
figured the accelerator cable had broken. I raised the hood and
could not find the cable. I called my Dad and he pulled me home
behind his new Chevrolet 1 ton. He rally enjoyed that!!! I got
home an into the shop and found there was not cable. The heater
coil in the bottom of the fuel filter had shorted due to algae and
water in the fuel rotting out the fuel filter housing. The coil
shorted the main fuse that also powered the engine control module.
A new filter housing and I was back to running.. <br>
I also wish we could go back to the simple days of the throttle
cables.... <br>
Cecil<br>
</p>
<div class="moz-cite-prefix">On 9/29/2019 8:37 PM, Indiana Robinson
wrote:<br>
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<div>Remember when every truck (and many cars) came with a
choke like knob (marked throttle or "T") and it operated the
accelerator linkage directly? :-)</div>
<div>Years ago (I say that a lot now) I watched wrecker
operators use the throttle for running the winch. I also saw
some use the "stick" method. I owned a wrecker for a few years
that didn't have a throttle cable (about a 1970 beefed up 3/4
ton Jeep with a Buick built V-8) but it had a very simple fast
idle solenoid that operated from a single wire from a toggle
switch on the dash. It had a small knob on it that you could
adjust to tweak the speed.</div>
<div>I like simple stuff. :-)</div>
<div>.<br>
</div>
<div>Besides towing cars and transporting cars on a trailer
behind it the wrecker was a terrific farm tool. A guy that had
managed a local elevator for about 40 years told me that he
had seen all manner of rigs bringing in grain but I was the
only wrecker towing wagons he had seen. That elevator had a
steep loose gravel ramp about 25" long going in and even some
smaller tractors had trouble with it but that wrecker in 4
wheel drive would roll right up it. It was also amazing when
loading old machinery. I had a little over 200' of cable and
if I could get the trailer generally pointed in the right
direction I could winch about anything up out of a small
ravine (where such things were often shoved).</div>
<div><br>
</div>
<div><br>
</div>
<div>.<br>
</div>
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<br>
<div class="gmail_quote">
<div dir="ltr" class="gmail_attr">On Sun, Sep 29, 2019 at 10:57
AM Phil Auten <<a href="mailto:pga2@basicisp.net"
moz-do-not-send="true">pga2@basicisp.net</a>> wrote:<br>
</div>
<blockquote class="gmail_quote" style="margin:0px 0px 0px
0.8ex;border-left:1px solid rgb(204,204,204);padding-left:1ex">Aaahh!
Good old farmer field expiedency fixes. I love 'em!<br>
<br>
Phil in TX<br>
<br>
<br>
On 9/29/2019 9:30 AM, Cecil Bearden wrote:<br>
> I have a 98 Chevy C8500 w/ 3126B Cat and Allison HT750.
It has a <br>
> speed control when using the PTO that has been
disconnected. It was a <br>
> former Mechanic service truck. In order to get the high
idle switch <br>
> connected I have to take the truck to a Cat dealer and
they hook up <br>
> the computer to the truck and reprogram the computer to
work with the <br>
> high idle switch. This is a minimum of $500.. When the
computer is <br>
> connected to the truck and then connects to Cat there is
a $250 charge <br>
> to connect to the Cat service site that $250 goes to
Cat. The other <br>
> charges are to the stealership. As much as I love Cat
equipment, <br>
> this is a ridiculous charge. I use a piece of 1x2 cut to
the right <br>
> length and wedge it form the accelerator to the seat.<br>
><br>
> Cecil<br>
><br>
> On 9/29/2019 9:09 AM, James Peck wrote:<br>
>> That vocational truck was a Navistar with a Cummins
engine. We had <br>
>> been told that we could use the cruise control
setting to regulate <br>
>> PTO speed when stationary. The engine load was going
to a shiftable <br>
>> transfer box that had pumps bolted to it. The
Navistar dealer brought <br>
>> over a Cummins rep with a laptop type diagnostic
tool. We ended up <br>
>> adding a potentiometer that provided a voltage speed
command to the <br>
>> engine in place of the fly by wire type accelerator
pedal when the <br>
>> truck was stationary.<br>
>><br>
>> [James Peck] I worked on a 12 volt battery vocational
truck that used <br>
>> voltage converters to get 24 vdc to run a plc and
electrohydraulic <br>
>> valves.<br>
>><br>
>> I personally would try to determine if the problem is
just a poorly <br>
>> performing voltage converter. I would avoid
modification if the <br>
>> problem can be rectified by replacing a poorly
performing component.<br>
>><br>
>> ]Cecil Bearden] To update the VC problem, after
measuring the <br>
>> voltages and looking at diagrams again I am beginning
to understand <br>
>> the system, but I don't understand the reasoning
behind it. In a <br>
>> nutshell, the alternator charges the main battery, at
the same time <br>
>> the VC charges both batteries in series at 24V.
Definitely something <br>
>> lost in translation in their engineering. All I can
think is What the <br>
>> H*#L ?!?!?!?<br>
>> I have found a 24V alternator of the same size and
connections.<br>
>><br>
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<br>
-- <br>
<div dir="ltr" class="gmail_signature">
<div dir="ltr">
<div>-- <br>
<br>
Francis Robinson<br>
aka "farmer"<br>
Central Indiana USA<br>
<a href="mailto:robinson46176@gmail.com" target="_blank"
moz-do-not-send="true">robinson46176@gmail.com</a><br>
<br>
<br>
<br>
<br>
<br>
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<br>
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