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Raptordude

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About Raptordude

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    Enthusiast
  • Birthday 07/21/1998

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  1. I never figured it out, I sold the truck about a year ago to get a diesel. I never had any issues out of my Silverado trans despite the noise Sent from my iPhone using Tapatalk
  2. Sounds like your trans is shot, time for a rebuild Sent from my iPhone using Tapatalk
  3. Ok thank you. That’s what I was thinking too, just wanted confirmation before I start reassembly Sent from my iPhone using Tapatalk
  4. Here’s the intake lobe for cylinder #4. All other lobes and journals looked fine Would you be concerned with debris from that messing up the bottom end? The truck ran smooth, no knocking whatsoever. The lifter was marked up but did not come apart, no needle bearings escaped Sent from my iPhone using Tapatalk
  5. Thanks for your reply, that’s good to know. Looks like I will go ahead with a new cam and 16 new lifters Sent from my iPhone using Tapatalk
  6. What do you guys think of this cam bearing? They all seem to be about the same. I really do not want to have to pull the engine all the way apart and send it to a machine shop to replace them My buddy said when he rebuilt one of these that the bearings were all showing some brass. He didn’t replace them and it’s been fine. Thoughts? Sent from my iPhone using Tapatalk
  7. Ok thanks for the replies. I guess I will just get a stock replacement because I don’t want to mess with tuning at all Sent from my iPhone using Tapatalk
  8. I am replacing the camshaft and lifters on a 2007 Silverado 2500HD with the LQ4 6.0 engine due to a slightly chewed up lifter. Who makes the best mild performance cam for these engines? I do not want to do upgraded valve springs or pushrods or change the tuning in any way. The truck is only used to pull a 1 horse trailer, not looking for anything crazy Suggestions? Sent from my iPhone using Tapatalk
  9. I will say, I do miss how fast a gas engine warms up. That’s about the only thing I miss. I used to have an 01 Silverado with the 6.0 and a 97 jetta with a 2.0 gas engine. I have since upgraded to an 00 7.3 powerstroke and 99 jetta TDI. Overall I am very happy with my diesels, my tdi is yielding almost double the mpg that my 2.0 did. (25 vs 45-50) gas engines are definitely better for short trips. I feel bad starting up my diesels in the dead of winter and putting all that wear and tear on them just going to the store or something or something short. To each his own. Glad it worked out for you[emoji106][emoji2534] Sent from my iPhone using Tapatalk
  10. The upstream o2 sensors send info to the PCM so it knows how to adjust how much fuel goes in and the downstream ones are only used to monitor the cat. You could try to replace the downstream one, but the cat could be clogged. These cats generally don’t fail unless the truck has been running with a severe misfire for a good amount of time Sent from my iPhone using Tapatalk
  11. Yep those bolts just hold the heat shield on. Most of mine came out ok but if they break it’s not the end of the world. You really only need 2 bolts to hold them on. And if all of them break you can just run without a heat shield, lots of people do and it doesn’t hurt anything Sent from my iPhone using Tapatalk
  12. Are you sure the oil gauge isn’t just messing up? Gauge clusters/individual gauges failing are very common on these chevys. Have someone monitor the oil pressure on a scanner and compare it to what the gauge says. If it reads the same, you’ve isolated it to the oil pressure sensor or an actual oil pressure problem These oil pumps can fail by way of the bypass valve sticking open. This is a valve that is used to bleed off excess oil pressure if or when the engine is making too much, at high rpm for instance. It can get stuck open and not allow the pump to make any pressure. This doesn’t sound like your problem though, just a thought Sent from my iPhone using Tapatalk
  13. I'm not sure what you're using to scan, but to look at the fuel trims you'll need a good scanner that can show you live data Sent from my iPhone using Tapatalk
  14. The upstream o2 sensors are the only ones that will affect fuel trims. The downstream ones only monitor the catalytic converter. If you're having a fuel trim issue across a whole bank, it's either an upstream o2 sensor or intake manifold gaskets Sent from my iPhone using Tapatalk
  15. The only downside to the L5P so far is that they can't be tuned, and therefore can't be deleted. Also, I'm not super familiar with the Cummins engines, but I am friends with the guys at a local diesel shop and they said the 6.7 cummins are known to blow head gaskets. They said the 6.7 is basically a bored out 5.9 block, therefore the gap between the cylinders is very small. Even with head studs they like to blow. The heads need to be o ringed and some guys even tap out the block to get thicker head studs in to lock the headgaskets down Sent from my iPhone using Tapatalk
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