swathdiver

No code P3400 or P3441? Yes, a fault in the ECM can cause a specific solenoid to short. Send me an email, I've got a pinout somewhere. [email protected]

Hey Jim, I think that's a pack of lies. While a spun cam bearing is bad and requires engine disassembly to replace it, such does not necessarily mean that the entire engine is no good. It might mean that a replacement would be a less expensive option. You do not want to go backwards with those Gen III motors since you have Gen IV architecture, I don't even think you can cost effectively convert your engine and transmission over to a standard setup without a donor vehicle. Those two codes have nothing to do with your camshaft. Replace the MAP sensor and Crank Sensor or follow the diagnostic procedure to ensure it's not a wiring problem or a bad ECM. If the motor is running smooth, still getting the same gas mileage, I doubt there's anything wrong with it. Send an oil sample off to Blackstone Labs for analysis even. If there is abnormal bearing wear, they will detect it.

Maybe, I'm referring to a dealer level tool that can run the battery though its paces to identify it's ability to hold a charge and whether or not it has a bad cell. Some auto parts stores will test for free and this is usually fine if the person knows how to operate the tool; many do not.

Get your battery checked out regardless of its age.

I'd say you're on the right track already with maintenance. GrumpyBear on here has a RCSB with a V6 and has done some cool stuff to his to keep it going for a long time. First thing that comes to mind is ditching/modifying the transmission thermostat. I'd probably also someday swap out the rear for a 9.76 12-bolt with a lower ratio than what you have now, 3.42s or 3.73s.

Of course you can, all it takes is money. How fast do you want to go$$$

Well, you are above minimums, you can check the pump spring, maybe run a slightly thicker oil or just drive it until you schedule an engine overhaul/replacement.

Slip yokes don't leak. The slip yoke oil seal might. 3/4 of an hour labor rate for mine which should be the same as yours.

What about your pickup tube o-ring? They usually fail around 160K miles. Quick way to check is to overfill motor with an additional 2-3 quarts of oil to submerge o-ring. If pressure rises, you have identified culprit. The OP in this nine year old post, that's normal for an aluminum engine.

The 6L80 has torque and GVW ratings to last a certain number of miles. The 6L90 was introduced for those applications requiring even more GVW and torque over its projected lifespan.

There's no replacement for displacement man. Most hi-power mods to a naturally aspirated motor come at the expense of street manners. For all the money you spend to coax another 100 horsepower out of the 5.3, you could have just gone with a 6.2 or larger motor.

We had a lemon once that spent a lot of time in GM service bays. Didn't mind because of all the different cars we got to drive. The rental car place would rent us cars anyway when they were out of GM autos and attempt to conceal that fact if I remember right. Once or twice GM tried to deny paying for the rental but that was fixed. I get it and agree with their policy, makes perfect sense.

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

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.

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?

I can attest to that. Mine gets slightly better mileage than gasoline with an alcohol content between 16-22 percent or so. Sometimes the blender pumps are off and have wound up with a tank full of 87! GRRR!!! It's easy to make your own too. Wanted to run a high octane mix, so pumped in 8 gallons of E85 and 18 of 93 and got 19% alcohol with R+M of about 96 octane. Ran really good but broke no records because most went to idling and city driving. Still delivered 15 mpg. Refueled with 4 gallons E85 and 22 of Unleaded 88 which settled down to 20% alcohol and about 91 octane.

My two year average is this Cliff, cost to run 973 gallons of 93 has been twenty-two cents per mile. Cost to run 860 gallons of straight E85 has been nineteen cents per mile. Cost to run 540 gallons of E30 has been seventeen cents per mile. That's a lot of coin saved when you pay attention to prices and can take advantage of having a FlexFuel vehicle. Too bad we're not Multi-Fuel like the old Continentals in the 2.5 and 5-ton military trucks! Viewed another way, it costs me $51 to drive 300 miles on E30, $57 on E85 and $66 on 93. Over the last two years, the average price paid for 93 has been $3.20, for E85 has been $2.19 and E30 has been $2.51. Not so fortunate as Cliff up there in my ancestral homeland of Iowa!

Port Saint Lucie here Joe. Name is play on words and has two meanings. First, I used to cover large swaths of the sea bottom when I used to dive, several miles often at a time with my Force Fins. Second, SWATH is a type of ship, ideally suited for rough weather and would make a great dive platform which I designed but never built. Same here, used to rebuild engines and transmissions, never did machine work but always wanted to learn, do a little wood working, very basic, health not very good either. I was against FlexFuel too until we had a hurricane threat right after I bought my truck. It was late in the evening and I went down to West Palm to help my folks and pick up a generator. Needed to top off my tank before heading back north as it was already pretty late. Saw a station, entered the fuel bays, there was a pump with a yellow handle empty, no lines, that's when I remembered my yellow gas cap! Filled up the truck and noticed a little extra pep in her step. Truck loves the stuff but sometimes their just too proud of it and it does not always make financial sense to run it full strength. I save about $12 a tank mixing some E85 with E88 versus 93 octane and get slightly better gas mileage. Money wise, it boils down to cents per mile. Sixteen versus nineteen cents a mile right now.

They don't "need" high octane fuel, they just run better with it. The engine computers have tables that will increase power when higher alcohol contents are detected. My truck loves running E85 too. These Gen V direct injection motors are the only engines I've ever seen that see little, if any benefit from running a higher octane fuel than is required based on their compression ratio. I know of a couple of guys that tested this out after all my banter about how ALL vehicles benefit from running higher octane fuels. They proved me wrong with that engine type.

Also run mixes and get my best fuel efficiency and savings with an alcohol content between 16% and 22%. E85 mixed with 93 usually yields 95 or 96 octane. Pumping E85 with E15 is much less expensive and still delivers 91 octane.

Government benefits to automakers for producing FlexFuel vehicles expired in 2016. You can safely run E15/Unleaded88 in it or any other auto produced since 2000. In time some tinkerer will find out and announce whether the computers contain the FlexFuel tables and ability to add Alcohol Content Sensor (Fuel Composition Sensor) like the L83s.

Did they really? What about Grumman and the millions of residents over the previous four hundred years? I once owned property that a computer company poured chemicals right into the ground. After a few years their chemicals were gone from the soil but under that, where the government made us drill test holes, the port and oil companies nearby oil leaked into the groundwater and we got blamed for it. Eventually we won but it was all bogus. It was wrong for the computer company and port to pollute but the cleanup was a huge moneymaker using force and junk science for the lawyers and politicians and government workers while nature naturally cleaned it all up.