17
Tips & Tricks
DO NOT RERUN CALIBRATION ON A SYSTEM THAT HAS BEEN PREVIOUSLY CALIBRATED. IF YOU ARE HAVING A
PROBLEM WITH THE SYSTEM, TRYING TO RECALIBRATE WILL MAKE IT DIFFICULT TO DIAGNOSE THE PROBLEM.
When infl ating and defl ating the vehicle manually, push both buttons for one end of the vehicle at the same time.
Explanation:
When you do one corner at a time, it is harder to get the vehicle level at the height you are trying to achieve. By
pushing both infl ate buttons at the same time, each side of the vehicle works together to lift the vehicle. When you get close to
the height you are trying to obtain, then you can adjust the air in each corner individually.
Pressure diff erential from side to side.
Explanation: It is not uncommon for a vehicle to have more pressure in one side.
Several things can aff ect the air pressure
from side to side; weight distribution and chassis twist are the two most common causes. Airing up both front or both rear at the
same time will help get the vehicle closer to level than trying to do it one corner at a time. A 10-15 psi diff erential from one side
to the other is not uncommon.
Tip:
After you have leveled the vehicle, take a look at all 4 pressures. If two corners opposite of each other are your higher
pressures, you may be cross loading the vehicle. Example: The Left Front has a higher pressure than Right Front and Right
Rear has a higher pressure the Left Rear, there’s a good chance the 2 higher pressure air springs are pushing against each other.
Try getting the pressures closer to the opposite side of the vehicle on each end and see how the vehicle sits.
Swapping airlines to help diagnose a problem.
Explanation:
Air lines can be swapped from one port to another to help diagnose a problem. This can help you narrow down
where a problem may be.
Example:
Right rear will not air up, but left rear will - switch the right rear and left rear air lines. The operation of the rear will
now be switched at the control panel, but the air pressures will still be correct for the corners. If the right rear will still not air
up using the left rear button, your problem is somewhere from the right rear valve to air spring. If the right rear will now air
up using the left rear button, the problem is in the wiring controlling the valve.
Swapping pressure sensors harness plugs to help diagnose a problem.
Explanation:
P
ressure harnesses and sending units can be swapped from one port to the another to help diagnose a problem.
Example:
Right rear pressure reading zero, but other corners reading correctly - switch the right rear pressure sensor harness
with the left rear. Keep in mind, the rear pressures will now read backwards of each other. If the zero reading moves to the
left rear, the sensor is bad or there is a problem in the wiring. If you move the sensor wires and now the left rear has a reading,
there is probably no air in the right rear corner. Check your valve, air line, and air spring for the right rear.
Tip:
You can also switch pressure sensors around to help determine if you have a bad sensor. Make sure you defl ate the
corners you are swapping to eliminate the pressure at the sensor. If you are removing the tank sensor, dump the tank
before removing it. This can be done in the Menu.
Using the “Diagnostics” tab to help verify correct operation of the system.
Explanation:
If you go to the “Diagnostics” tab under the “Menu”, you can see all 4 corner pressure readings. If you have level
sensors on your vehicle, you will also see level sensor voltage readouts. Battery voltage is also displayed on this screen.
Tip:
If you operate one corner at a time, you can verify the correct corner of the vehicle is moving. The corner pressures (and
level sensor voltages if equipped) should also be moving on the corner you are operating.
SUSPENSION BIND
Ever noticed that when you lower any vehicle off of a lift or jack stands that it is sitting several inches higher than normal? This
condition is due to Suspension Bind, and all vehicles have it. Three dynamics lead to suspension bind:
TECH TIP
1. Tire Scrub - The arc created by the control arm swing will try to push your tires apart or pull them together, (basically
changing the track width). However, friction between the tire and ground does not allow the tires to slide, reducing vehicle
movement. This can be especially dramatic with sticky tires and concrete.
2.
Control Arm Bushing – Friction between the bushing and the frame brackets will also reduce vehicle movement. This is why
control arm bolts must be tightened at ride height. Over-tightening the bolts can lead to very excessive suspension bind.
3.
Shock Absorbers – The shock absorber’s job is to reduce suspension movement. The stiff er the shock absorber, the more
suspension bind.
With an air suspension vehicle, it is always best to over infl ate the air spring and then defl ate back down to the target pressure
to alleviate some suspension bind.
THIS SYSTEM IS EQUIPPED WITH SELF DIAGNOSTICS TO MAKE TROUBLESHOOTING A PROBLEM SIMPLE. PAGES 18 & 19 HAVE
A LIST OF POSSIBLE TROUBLE CODES ALONG WITH TEXT TO HELP SOLVE THE PROBLEM. THE ERROR WILL POP UP ON THE
DISPLAY WHEN IT OCCURS OR YOU CAN LOOK AT THEM UNDER THE ERROR TAB. WHEN USING THE ERROR TAB IN THE APP,
IT ONLY GIVES YOU THE ERROR CODE NUMBER ALONG WITH THE KEY CYCLE. YOU WILL NEED THE LIST OF ERROR CODES TO
SEE THE TEXT. THE KEY CYCLE CAN BE HELPFUL WHEN DIAGNOSING A PROBLEM. IF YOU SEE SEVERAL ERROR CODES ON THE
SAME KEY CYCLE, THEY ARE ALL USUALLY CAUSED BY ONE MAIN ERROR THAT CAUSED THE OTHER ERRORS.
