swathdiver

On YouTube, TFL took a Tesla Model X across the Eisenhower Pass: As you can see, your assumptions are correct! All hat, no cattle.

The oil pump's pick up tube o-ring typically fails around 160K miles. You can add two or three more quarts of oil to the engine to submerge the o-ring and if the pressure stabilizes you'll know what to do. As for the fuel smell and hard starting, try replacing the purge valve with GM OE or ACDelco. You really need a bi-directional scan tool to test your injectors and coils and such.

Could be a loose connection or dirty connector out back. I had the same symptoms as you but began a year earlier and turned out to be the Solid State Relay (SSR). If you have an advanced scan tool, you can read the code that will tell you what failed and why. This code will be stored in the chassis modules, not engine or body.

Don't forget the lifter trays! Lifter trays are SOP when doing lifters. They are plastic and get brittle and when they break, the lifter walks and wipes out the cam lobe. Alternatively, you could replace the VLOM with the latest update, see if yours needs the updated valve cover and keep trucking. When the solenoids in the VLOM begin to fail, they cause a mis-timing event that damages the De-Ac lifters. Of course the lifters can fail on their own but they are usually taken out because of the VLOM. Dirty oil is AFMs worst enemy. Conversely, when car guys pick up a new truck that has had conventional oil and or infrequent oil changes and introduce full synthetic to the system; it begins to break up the sludge which clogs up the AFM oil passages causing problems too.

Love the KO2s! 37K on them now and at 8/32 tread depth. Have not noticed any degradation in performance.

You can get those codes with a dead battery or loose cables. Are you saying that they return continually while driving and shifting through the gears? If so, then by all means get the reflash.

For those with SLT, LTZ or Denali trim, this is what I use in my Yukon XL: Macally Car Cup Holder Phone Mount with Two High Powered USB Charging Ports 4.2A 21W, 2 Cigarette Lighter Sockets, & 8" Long Neck https://www.amazon.com/gp/product/B01N39P1EG/ref=ppx_yo_dt_b_asin_title_o07_s01?ie=UTF8&psc=1

For those asking if the system is any good or not, in my opinion YES! Never had a problem with its performance in 30+ years. I think you're right about that. I was thinking of the torque limiting disc which is mentioned below. According to AAM, you cannot use the center section of the 9.5 14-bolt in the Salisbury 12-bolts. My comments are directed to 1500 or 1/2 ton series trucks and SUVs, I grew up with G80s in my Buicks, while the center section is the same and cover, they did not have the governor and were a true limited slip. From the shop manual: The optional locking differential (RPO G80) enhances the traction capability of the rear axle by combining the characteristics of a limited-slip differential and the ability of the axle shafts to "lock"together when uneven traction surfaces exist. The differential accomplishes this in 2 ways. First by having a series of clutch plates at each side of the differential case to limit the amount of slippage between each wheel. Second, by using a mechanical locking mechanism to stop the rotation of the right differential side gear, in order to transfer the rotating torque of the wheel without traction to the wheel with traction. Each of these functions occur under different conditions. Limited-Slip Function Under normal conditions, when the differential is not locked, a small amount of limited-slip action occurs. The gear separating force developed in the right-hand clutch pack is primarily responsible for this. The operation of how the limited-slip function of the unit works can be explained when the vehicle makes a right-hand turn. Since the left wheel travels farther than the right wheel, it must rotate faster than the ring gear and differential case assembly. This results in the left axle and left side gear rotating faster than the differential case. The faster rotation of the left-side gear causes the pinion gears to rotate on the pinion shaft. This causes the right-side gear to rotate slower than the differential case. Although the side gear spreading force produced by the pinion gears compresses the clutch packs, primarily the right side, the friction between the tires and the road surface is sufficient to overcome the friction of the clutch packs. This prevents the side gears from being held to the differential case. Locking Function Locking action occurs through the use of some special parts: A governor mechanism with 2 flyweights A latching bracket The left side cam plate and cam side gear When the wheel-to-wheel speed difference is 100 RPM or more, the flyweights of the governor will fling out and one of them will contact an edge of the latching bracket. This happens because the left cam side gear and cam plate are rotating at a speed different, either slower or faster, than that of the ring gear and differential case assembly. The cam plate has teeth on its outer diameter surface in mesh with teeth on the shaft of the governor. As the side gear rotates at a speed different than that of the differential case, the shaft of the governor rotates with enough speed to force the flyweights outward against spring tension. One of the flyweights catches its edge on the closest edge of the latching bracket, which is stationary in the differential case. This latching process triggers a chain of events. When the governor latches, it stops rotating. A small friction clutch inside the governor allows rotation, with resistance, of the governor shaft while one flyweight is held to the differential case through the latching bracket. The purpose of the governor's latching action is to slow the rotation of the cam plate as compared to the cam side gear. This will cause the cam plate to move out of its detent position. The cam plate normally is held in its detent position by a small wave spring and detent humps resting in matching notches of the cam side gear. At this point, the ramps of the cam plate ride up on the ramps of the cam side gear, and the cam plate compresses the left clutch pack with a self-energizing action. As the left clutch pack is compressed, it pushes the cam plate and cam side gear slightly toward the right side of the differential case. This movement of the cam side gear pushes the thrust block which compresses the right-hand side gear clutch pack. At this point, the force of the self-energizing clutches and the side gear separating force combine to hold the side gears to the differential case in the locking stage. The entire locking process occurs in less than 1 second. The process works with either the left or right wheel spinning, due to the design of the governor and cam mechanism. A torque reversal of any kind will unlatch the governor, causing the cam plate to ride back down to its detent position. Cornering or deceleration during a transmission shift will cause a torque reversal of this type. The differential unit returns to its limited-slip function. The self-energizing process would not occur if it were not for the action of one of the left clutch discs. This energizing disc provides the holding force of the ramping action to occur. It is the only disc which is splined to the cam plate itself. The other splined discs fit on the cam side gear. If the rotating speed of the ring gear and differential case assembly is high enough, the latching bracket will pivot due to centrifugal force. This will move the flyweights so that no locking is permitted. During vehicle driving, this happens at approximately 32 km/h (20 mph) and continues at faster speeds. When comparing the effectiveness of the locking differential, in terms of percent-of-grade capability to open and limited-slip units, the locking differential has nearly 3 times the potential of the limited-slip unit under the same conditions. Locking Differential Torque-Limiting Disc The locking differential design was modified in mid-1986 to include a load-limiting feature to reduce the chance of breaking an axle shaft under abusive driving conditions. The number of tangs on the energizing disc in the left-hand clutch pack was reduced allowing these tangs to shear in the event of a high-torque engagement of the differential locking mechanism. At the time of failure of the load-limiting disc, there will be a loud bang in the rear axle and the differential will operate as a standard differential with some limited-slip action of the clutch packs at low torques. The service procedure, when the disc tangs shear, involves replacing the left-hand clutch plates and the wave spring. It is also necessary to examine the axle shafts for twisting because at high torques it is possible to not only shear the load-limiting disc, but to also twist the axle shafts. Locking Differential Description and Operation The locking differential consists of the following components: Differential case -1 or 2 piece Locking differential spider -2 piece case only Pinion gear shaft -1 piece case only Differential pinion gear shaft lock bolt -1 piece case only Two clutch discs sets Locking differential side gear Thrust block Locking differential clutch disc guides Differential side gear shim Locking differential clutch disc thrust washer Locking differential governor Latching bracket Cam plate assembly Differential pinion gears Differential pinion gear thrust washers

It sure can vary. Thanks be to the Gas Buddy app but still mostly find that my regular stations have the best prices anyhow. The current tank is all Chevron 93 with two bottles of Techron and the needle is barely moving with that stuff. I drove ten miles out and back the other day and only lost about 6 miles on the Fuel Range! If I can purchase Mobil or Chevron for less than $3.00 a gallon I'll run it over E85. When running that E15/Unleaded 88, I add a couple gallons of E85 to bring up the alcohol content, the motor generally gets better mileage on that too and it costs less as well. My last tank with an alcohol content of 20% cost just fourteen cents a mile to drive. The record for this thing is thirteen cents a mile. That tank also delivered my second longest distance between refuelings, the longest was on gasoline. Burning E85 the truck can easily do 300 miles, the record is 340. She'll do 100 miles more on gasoline or E15/E20 with a record of 442. My last trip out of state with continuous driving was just before we began this log. So no uninterrupted highway runs yet. Mathematically she should see 468 miles between tanks on a highway run with E0-E20.

Look up CAT Scales and put in your zip code. Most truck stops have them, $10 for two weighs.

G80 in our trucks is a system, not an actual part, that has been in production since the mid 1980s. It is part limited slip, part locker. In the GMT400, 800 and 900 pickups and SUVs it was in the 8.5, 8.6 10-bolts and 14-bolt 9.5 axles. The K2s went with 12-bolt Salisbury axles, 9.5 and 9.76. What are the T1s using? Pressure from those who don't know will likely cause GM to adopt those more complicated and costly systems, just like they're doing with the IRS for the SUVs. If only Uncle Sam would let the automakers make throwback cars and trucks, a K5 Jimmy with no airbags, side reinforcements, manual locking hubs, solid axles, etc. like the old days, they'd sell a ton of them. America's President is listening though, he's rolling back regulations to make future cars less costly and for those of you who are old enough to remember, we're going to get real light bulbs, shower heads that actually shower us with water and toilets that actually work on the first flush again.

Thanks Marty! E15 is between 89 and 90 usually. E20 is usually about 2 points higher and so on. "Put to rest"? I'll be put to rest before the truck! Hope its my last one and that I can keep wrenching on it with my children long after it becomes an antique. I'm not good with those fancy graphs like you are, I try but they look awful! Fun with Excel!

Awesome, here's mine: Wonder what it might look like if I went month to month like yours?

Now post up some time slips when you can!

Any progress on this? Have you tried a trailer with a different kind of brakes? On another forum a fella hooked up an aftermarket controller while leaving the hot wire for the JL1 still connected at the fuse box and burned something up. He never did respond if memory serves, too proud I guess.