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Recently I've been getting a message, "New Brake Pads Detected. Reset Brake Pad Life?", But I haven't had the pads replaced and the truck only has 28,000 miles. The Brake Pad Life shows Front 64% and Rear 79%. I select NO to resetting the brake pad life and the message goes away but comes back at the nest restart. I stopped by the dealer and was told that it sounds like a software glitch that would require reprogramming. Even though I have the extended warranty, they tell me that reprogramming is not covered unless a module was actually bad and needed to be replaced. Simply reprogramming is not covered. So, they want $200.00 just to diagnose the problem. If it turns out no bad module, another charge on top of that to do the reprogramming. If the cause was an actual bad module, everything would be covered under the warranty. Just wondering if anyone else has had this problem. Should this issue be covered under the warranty? Thanks

NHT is diesel only, correct. The GVWRs for NHT on 3/4 ton bring them to the same numbers as many of the 2WD 1 tons. A crew 4x4 standard 3/4 with NHT is 11,750lbs, a 1 ton same cab/box/4x4 is 12,100lbs. Hubs and hub bearings are the same for 11.5" and 12" axles. Housing, diff carrier and ring/pinion are larger for the 12". All gas use the 11.5" axle, 3/4, 1 ton and 1 ton DRW.

Yes, I connected it to my home wifi.

For most of you, this is probably outside your realm of interest, but, maybe you can appreciate it. The hood and wheels aren't something I'm interested in, but someone made a very rowdy Audi S4... amazing sound. These were/are very fun cars for the money. Not going to lie, I'm getting an itch to own a newer Audi RS3. The 5-cylinder will be changing, or going away, at the end of this year.

Is your truck connecting to your home wifi, or cell phone hot spot, or a onstar data package? It needs some way to connect to the internet to download the updates

I am looking at replacing my back up camera on my 2017 from Camera Source. Have any Canadians here ordered from them, and if so how were the duties charged. I am ok with taxes etc but sometimes the duties charged can be more than the parts.

Just visited them today. Went better than expected with a little hiccup. While they were changing the oil the service writer walks to the waiting area with a carfax report. The poor guy I bought the truck from either got taken for a ride or the dealer recognized he knew nothing about vehicles. The truck had more flushes and fluid changes than even Grumpy would do. Drive shaft CV joints, steering racks tie rods and 4 Wheel alignments. His drive to work is all highway. After that he buys another one. So out of all the things Honda said I needed they suggested just the timing belt. I asked if I could look at the bushings and brakes myself and they said no problem. The little problem the oil change guy didn’t notice the double stacked oil filter o ring. She leaked a little backing out to change lifts. I took a picture and they documented. They gave me a ride home and picked me up later. I did say your oil change guy needs to be made to understand proper filter exchange. I watch as all ways it didn’t run out of oil. I was satisfied. I will use them again.

There's a Falcon for sale near me, red. A bit of a basket case, but highly original and not much rust. Would be a fun project! The one in the segment posted above sounds amazzzzing!! Tasteful upgrades, too. If anyone reading hasn't watched it, turn your sound up!

288,000 Mile Service 8/20/2026 3,020 OCI 5 Quarts Valvoline R&P 5W30 (round #2) Purolator L filter Timing cover seal has moved from a weep to a leak but still not leaving a spot on the ground.

The do. HPL EC30 and EC40. Takes time just like any cleaning ester and it is an ester.

Your transmission concerns frustrating, @zibzer2. We encourage you to visit your local Chevrolet dealer, where the factory-trained and certified service team can properly diagnose your Silverado’s noise concerns as well as make any necessary repairs. Facing any vehicle concerns alone can be daunting, which is why we are here. We would be happy to provide an added layer of support between you and your dealer as we pursue the resolutions of your concerns. To get started, please visit: https://s.chevy.com/support-request and fill out the request form. The details you fill out will ensure that your request is routed accurately and allow us to explore the best path of assistance. We will keep an eye out for your outreach.

So if I catch that correctly, really there are limited options to use that have the ability to reverse a mess created from too long of an OCI by using Wally World oils. Valvoline R&P being one and as of yet to be proven in real world use with the Mobil Clean. Doesn't HPL have a solution they offer as well as an additive to other oils or a certain oil type that is used as a whole to do a similar job to R&P ?

The color pallet is such trash for GM trucks, actually disgraceful if you ask me!

Uh yes, that's the name of the package. It doesn't quite bring it up to 1 ton specs unfortunately and imagine they have to do that for a numbers reason rather than a physical one. Am I correct though that the Max Trailer Package and therefore the 12" rear is only available on the Duramax and not on any of the L8T 3/4 ton trucks ( and that the same 11.5 rear axle center section is used on the 3/4, 1 ton SRW and even 1 ton dually gas version ) ? I'd also be curious to know if the wheel bearings are the same on a SRW configuration between an 11.5 vs the 12" diff as I assume parts would show that up but may not explain what the difference is if indeed there was a physical difference.

Why is gas up? Same reason the deficit is now $40 Trillion.

Mobil up another dime this am , $3.89, others will probably go up later. Any ideas on the reason for the increase other than greed? I've been working 14 hour days and haven't caught the news in a few days.

AMSOIL SS is about prevention and it is very good at it's job. I've never seen it claim to be a cleaner however like Valvoline R&P. Almost any oil that has some Ester or Alkylated Naphthalene in sufficient quantity will do a good job at keeping the rings functional. I see the market splint among these types in two groups; those that use the same tech in every weight grade and those that reserve the tech for the EPA (EPA) friendly grades. Mobil 1 for example keeps the Advanced Clean chemistry out of the SAE 40 and up weights. Other like HPL (top shelf group and No-VII), Red Line HP, TORCO, MPT30K use the tech in all grades. Just not something the Wally World oils are into.

Max Trailering Package. RPO code NHT. includes 3500 HD Frame, 3500 HD Leaf Springs, 12" Rear axle and 3500 HD Shock Package. GVWR goes to 11,750lbs for crew cab standard box 4x4, 11,900lbs for crew cab long box 4x4. 2WD crew standard is 11,500lbs, 11,550lbs crew long 2wd, and 11,450lbs on regular and double cab 4x4. There is also NHT on 1 ton dually regular cab 2WD. includes 3500 HD Frame, 3500 HD Leaf Springs, (F60) Heavy Duty Front Spring/Camper Package, 12" Rear axle, 3500 HD Shock Package, and Z6A Gooseneck / 5th Wheel Prep provisions with bed stamped holes and caps. GVWR of 14,000lbs.

https://www.msn.com/en-us/autos/general/what-makes-this-1963-ford-falcon-red-rocket-special/vi-AA2asoRz?ocid=winp2fptaskbarhover&cvid=be9c1b4f79ff4211c526abd60f6da012&ei=16

True. My statement needs qualification. "For a shade tree mechanic, re-assembling the front engine to achieve a rough baseline timing of 0 degrees, as is approximated and indicated by common visual indicator mark alignment, measured with a human eye capable of 20/20 vision *with correction, I am reasonably confident that I have followed the outlined procedures/ prescribed methods for verifying baseline timing." In the end, the computer sets the timing, it's continuously variable based on sensor input, and the distributor only has a degree or two of physical adjustability intended for dialing in the final setting for cam ****** once everything is back together. But even that final value is acceptable within, I believe, +/- 3 degrees. I thought my exhaust project was going to be a bear. To my surprise, the old clamps came right off last night, and I was able to unbolt all the hangers instead of having to muscle the rubber mounts. The old cat is ready to slip off the factory y-pipe. The rest is ready to come out with one or two cuts, and I've got a fresh blade waiting. I love living where rust isn't a thing.

I work at a Chevrolet dealership & hear it all believe me. Just reads like there's going to be a fist fight over filters. Can't get enough, continue!!

I just can't think of the exact term GM uses for that higher gvw package without looking at the website but basically sort of a trailering package and I imagine it may also have been created to skirt around the licensing fee differences between a3/4 and 1 ton that apply in some states although ironically I believe in some states its the reverse that a 1 ton is the cheaper truck to license over a 3/4 ton. It makes no difference here in Alberta but oddly enough a 1 ton through my insurance company is a bit cheaper to insure over a 3/4 ton as its based on the insurance statistics they generate. For sure when ever you do have the chance to weigh your truck and to be fair, try to have the fuel tank full or nearly so rather than give yourself a false sense of the truck being lighter by having an almost empty tank. In my other comment I was mentioning stock sized tires and partly in case someone was reading this and thinking they could lower their pressure down to what your aftermarket tires are able to do with your empty truck as that is a vastly different picture in the leeway you have to play with for running minimum pressures while remaining safe. I will say also that its easy to see from reactions of truck owners that may have been more used to owning a half ton in the past or a car and be it on a forum like this or in person etc that they get so wrapped up in that placard pressure sticker that they can't get their head wrapped around the fact that an HD truck due to how much it can carry can also vary the tire pressures drastically lower than those pressures ( typically more so for the rear axle on stock sized tires ) when empty vs some car that isn't made to carry much so the tire pressures can't be lowered since it needs almost that much pressure just to carry the empty car. If I ever do find myself in the states with this truck, I will only be too happy to switch it over to the US measuring system as then I will understand all the dash readings. The only thing that is off for me slightly with US measurements is US miles per gallon as I grew up with the Imperial gallon and to this day up here anyway speak in Imperial miles per gallon ( I don't do that on this forum though as that would confuse everyone for no good reason ).

Yes that's right, it's the upgrade that includes the overload spring and all that stuff. Someday when I'm empty and going by a scale I'm going to stop in and get some weight readings. Exactly you should have the ability to change individual settings, in in Canada so I'm driving with kph but then I'm stuck with kpa when I want psi lol

You must have that upgraded gvw package which is only available or at least was in 2025 with the diesel engine for the 3/4 ton and that gave the truck physically the larger 12.0 ring gear rear diff and the 3500 rear spring pack. There is a difference in what the diff housing looks like externally as one tell tale and also your truck should have the upper overload spring pack and the frame pads that the pack goes up against. The pressure the tpms system kicks the alarm in on a stock setting truck, that is a good question and was just from what I recall but I doubt I made any notes on it as I knew for the rear that it was not at all what I was after regardless either. Being that you have a diesel and if running on stock tires the minimum pressure on an empty truck seems to be around 50 psi from hearing of those that have weighted the front axle but the rear axle is very similar in weight to a gas truck and again a near empty truck on the rear could go down to 35 pounds at minimum. However the weigh scale is the proper way to know for sure as a guide. As to changing the readings on the dash from metric to the US measuring system, oh yes that is done easily but what I was attempting to explain was that I can't pick and choose items I want to have in US and those I still want in the metric system at the same time as its either all or none. For example lets say you drove into Canada and switched your dash over to metric so your speedometer read in km an hour, well then your reading kilopascals on your tpms readout and your wife looks over and says what the hell is that saying in the tpms screen and you say "darned if I know, I think its Chinese" !

This is partly why I decided to have switched over to Amsoil SS as a way of hopefully preventing the buildup of the sludge/carbon on the pistons and clogging of the oil control rings and the carbon that would cause the compression rings to stick in their grooves as well as stay cleaner up top of the heads in the valve train in the first place, an oil that has tested better by third party testing over typical shelf oil and also doing my best to run relatively short OCI. However in saying that I don't think there is any way to easily prove the oil I was using prior allowed for a buildup at the OCI I was doing, nor in the other direction to make claims the Amsoil is keeping everything clean either. There really isn't a window into the engine is there to know anything for certain even if oil samples were taken for example that showed still healthy oil being dropped out of the oil pan other than engine tear downs that extensive and expensive testing of oils does to actually visually see what is really going on inside the engine. I wish there was some easy method of seeing what is going on but I don't happen to be aware of that if there is.