No, the letter told you that the pump could fail and you won't have boosted brakes. Your brakes will still work, they just don't have the assistance of the brake booster. As long as you don't have wimpy chicken legs, you could still press the pedal and slow down. Vastly different from the lawsuit against Ford for F-150 brakes that fail because the master cylinder can't apply hydraulic pressure to the calipers, as in the brake pedal just goes to the floor and nothing happens. I know a guy that had the brakes fail in his 2013 F-150. Pedal went right to the floor and he nearly had a heart attack. Ford had the nerve to brush off the major concerns he had about the unsafe brake system in his truck and told him they weren't going to cover the repair under warranty.
HondaHawkGT started following Previous F150 owners inputs on the 2019 gm's, 2019 Silverado Backup Camera Problems, GM Waiting to Fix Transmission on my 1 Day old AT4 and and 3 others
HondaHawkGT replied to Pyrojodge's topic in 2019 Silverado & Sierra TroubleshootingI thought mine didn't work at first. Didn't have the AC button pressed lol.
Yeah the Duratracs are a noisier tread design for a mud-AT hybrid tire IMO. Make sure you rotate them frequently. I just posted the straight pipe videos to show a cheaper option for the guys with dual rear exhaust. Sounds like there isn't much of an exhaust volume increase without removing the flapper valve and going with at least a Flowmaster 40 or even FlowFX muffler. I thought the FlowFX sounded pretty good. There are also mesh screens on the section of of exhaust piping near the spare tire. There are 3 screens on each of the two dual exhaust pipes. This one sounds good IMO. I like that it's a SI/DO with new new tailpipes and works with existing bumper exhaust ports.
HondaHawkGT replied to Jimbo20's topic in 2019 Silverado & Sierra TroubleshootingOnce you read just what exactly was going on, it makes total sense. There's a good description here: https://gm-techlink.com/?p=11127 It's a clarification in the comment section from "Ed.": "The base stock of old fluid (19355656) has the ability to attract low levels of moisture, which can cause degradation of the coefficient of friction of the fluid. The new fluid (19417577) has a new GTL (Gas to Liquid) base stock that is able to tolerate more moisture. Shuddering transmissions and torque converters have been recovered with the new fluid. New transmission fluid tests have been developed due this issue to prevent it from occurring with new transmission fluids."
Lay off the crack. https://www.carcomplaints.com/news/2018/ford-f-150-master-cylinder-problems-lawsuit.shtml https://www.carcomplaints.com/news/2018/ford-f-150-brake-pedal-goes-to-floor.shtml Even when a vacuum pump fails on a GM truck, the brakes still work, they just aren't power assisted brakes. When F-150 brakes fail, it's usually a total loss of hydraulic pressure, hence why the brake goes to the floor and the brakes do nothing. That's a significant difference.
I managed 24.2 on a 40 mile run at 60-65 MPH (flat terrain but lots of previous speed traps). So far the DIC estimate is within .5 mpg of the computer calculated value. My 2014 was equally accurate.
A truly half assed response by someone too eager to talk out of their ass. Where are all the 12-bolt gov bombs blowing up? I don't want to hear your own claims. If they're such junk, it should be trivial to find evidence that challenges even the "Chevy shake" thread in the K2xx section. A thread filled with tons of guys blowing their G80's up. Surely you should be able to do a basic google search quickly dozens of links to forum threads filled with blown G80's. The G80 isn't great. Neither is the shitty E-locker. Yet those are the best you'll get in a factory truck today.
HondaHawkGT replied to jasnak's topic in 2019 Silverado & Sierra TroubleshootingThat's standard operating procedure for every manufacturer these days. I know a guy that's driving around his brand new F-150 with the nastiest case of piston slap I've ever heard and only because Ford instructed the dealer to tell them it's "normal". Same with another guy's brand new 2018 Tacoma that has one of the loudest howling rear diffs I've ever heard. It gets louder and louder and Toyota tells him it's "normal". Same with his 6-speed automatic transmission which slams into gear, nearly stalls when taking off at a stop light, and shudders around town. He said he bought a Toyota for the quality. I haven't seen it and Toyota clearly doesn't back it. It's a bad trend in the auto industry. That being said. Half a dozen oil cooler lines with bad crimps is T-I-N-Y amount when hundreds of thousands of these trucks are on the road. These external oil lines fail on EVERY brand of vehicle. As I pointed out before, Toyotas were infamous for oil line failures. Literally hundreds of thousands of vehicles were affected and hundreds of cars destroyed because of it. At this point, the oil lines on the 2019 GM trucks is something to be aware of, but not to worry yourself about. If you see oil residue building up on the outside of the lines, take it to the dealer and have them replaced. They generally don't blow off out of the blue, but instead oil seeps out from the crimped area in the time leading up to a failure.
I can't remember the last 10 bolt I bought either. Probably because I never wasted money on a truck with that garbage axle. Yet that's the axle that helped build the reputation that any G80 since then has earned whether or not it was warranted. Kinda like the guys that thing that modern GM V8's still use a 2 bolt main. Too stupid to actually learn anything about the state of a manufacturers design. They just assume what was fact 30 years ago is still fact today. Gravel roads? Somehow TFL managed to get up this hill without busting a G80: That alone is more than 99% of trucks will ever see. It's as if there's a small subset of guys that think that every half-ton should be built to rock crawl through the complete Rubicon trail or it's a piece of shit. In reality anyone expecting to be able to use a modern full-size truck made by ANY manufacturer, to do some hardcore rock crawling, is a moron. They're terrible for that purpose. Even a Power Wagon is terrible for rock crawling due to its weight. If the 12-bolt G80 is a fragile poorly built piece of shit as you claim it is, go ahead and provide a bunch of links to demonstrate evidence of the floods of people that have had their Silverado/Sierra 1500 9.5" or 9.75" 12-bolt G80 blow up. I'll be waiting.
What facts am I missing? I didn't even post a link to a recall. I posted a link to an ongoing class action lawsuit against Ford for sudden loss of brakes. Ford is still using a defecting brake system where the seals in the master cylinder fail, the vacuum pump sucks brake fluid out of the system, and the brake pedal goes to the floor without stopping or slowing the truck. It affects all F-150's with a turbocharged engine. That would include a Raptor with the 3.5 Ecoboost. Even non-turbocharged F150s sold in recent years have had master cylinder failures. https://www.carcomplaints.com/news/2018/ford-f-150-master-cylinder-problems-lawsuit.shtml
I'm only stating what Eaton says right on the M-Locker web page: "During normal driving conditions, the MLocker (G80) functions as a light-bias limited slip differential." " When a low-traction situation occurs... cam plate ramping will continue to increase until both axles turn at the same speed (full lock), which prevents further wheel slip." So you say that the G80 isn't a locker. Then what exactly do you think it is? It isn't a limited slip diff. Both wheels get the same amount of torque and the wheels spin at the exact same speed, just like any other locker. The clutches don't slip once it's locked unless an idiot puts friction modifier in the gear lube. Generally they don't shock load unless the person running the go pedal floors it in low traction situations. If you want it to lock, gently increase throttle and it'll lock up gently. I've had it lock so gently I could barely tell it did until I started moving forward. The G80 in the 10 bolt was absolutely a weak POS. Actually, the 10-bolt was a shitbox in general and the rear ends blew up even when they didn't have a G80. It helped build the reputation that the G80 carries with it yet today. The HD guys blowing up the G80 in their 14 bolt are using their trucks to pull sleds and blow it up or they're just being ignorant, throwing 37's on their Duramax and doing burnouts in the street when they blow up the diff. An E-locker wouldn't stand up to a diesel truck pulling sleds either. The G80 in the newer 9.5" 12 bolt held up well in my trucks while offroading. The carrier is bigger and thicker than the tiny thin one used in the 10B. I actually don't know anyone that's broken one in their 12-bolt. Even here it seemed pretty rare to see reports of a grenaded G80 in the K2 section. I'm sure there are half-ton guys have busted their 12-bolt G80, but I've also heard of guys busting their E-lockers. They have plenty of problems in the Jeep Wranglers with big tires. The fact that Eaton has made so many design changes with the E-locker in the 20 years it's been around would suggest that they're still having reliability and durability problems with the design. Spools can be dangerous of course. So can a locker that's still locked at high speeds in slippery conditions such as a wet or snow covered road and tries to go around a tight corner. They would end up spinning out or flying off the road and the manufacturer that put the locker in the vehicle would be sued because that's the kind of society we live in these days. That's why they unlock at 20-25 mph.
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