ksiesel

I see most are doing the cargo on with reverse using a diode, but why couldn’t this one just be done with a piece of wire (no diode)? I think it would then give you Cargo on with Reverse as well as reverse on with cargo. I don’t see where this would be a bad thing and would give more light around the rear of the truck when loading / unloading with the cargo switch too.

For those who want to go back to stock for trade in, why couldn’t you just do this mod as suggested but remove the belt from the vac pump and leave the vac pump installed (cap the vac port as it’ll probably see crankcase pressure with the pump not being driven)? In this way, the vac pump will still have oil flow through it and it won’t be able to flow out the vac port. The pump won’t be turning so it won’t develop any vacuum or take any power from the crank. When you want to go back to stock, just put the belt back on and route the plumbing back to stock.

I thought I read on here that GM extended the injector coverage on the K2xx GDI injectors. I’m sure if you do a search, you’ll find something about it.

Could the reason for turning the fans on when the coolant temp doesn't come up be a fail safe for a failed in range coolant temp sensor? By turning the fans on, you prevent engine overheat in this scenario. Back in the days of a belt driven mechanical fan clutch, this wasn't needed as the fan clutch was reacting to the heat coming off the rad and they were designed to fail full on.

My understanding is that VXDIAG (with it's GDS-2 and Tech2Win cloned software) is as close as you can get to the GM tooling and functionality without spending the big $$$ for the GM subscription. It is reported to do everything the dealer can do with the exception of access online service manual information and reflash modules. Remember, it's a Service Tool, not a custom tuner. It'll be great for some trims and certainly for diagnostics. It's not something you're going to use to change fueling tables, trans shift points, etc. Those are not functions that GM supports through it's dealers unless it's a full module reflash and that firmware calibration has been released by GM. Pricing for GM subscriptions here: https://www.acdelcotds.com/subscriptions

Remember that the Tech2 does not support the K2xx platform. You'll need GDS-2 to support the K2 and T1 platforms. The VXDIAG includes a GDS-2 clone (hacked copy) with it and that's what makes it so powerful. So in summary, the VXDIAG is a hardware interface between PC and Vehicle. It also comes with pirated GM software (Tech2win and GDS-2) that makes it very useful for diagnostics. If you want to reflash a GM module, you'll use the VXDIAG hardware, but subscribe to GM Vehicle Programming Software for $40 for 2 years per VIN. I do not have the VXDIAG tool, but I do know someone who purchased one and he used to work at a GM dealer. He's only used Tech2win on the VXDIAG for older platforms, but his impression is that the interface is nearly identical to the GM Tech 2.

1SLOW1500, Are you saying that if a private owner purchases the VXDIAG interface and the subscription to GM Vehicle Programming Software from the Delco TDS website, that GM will actually pay the private owner when they reflash their vehicle if it’s part of a recall?

Don't think it will fix the root cause, but should help to avoid low speed accidents by allowing the ABS modulator to kick in sooner and provide more braking with the same pedal force when vacuum is too low. At least that's what I think this recall SW is doing.

I actually hope they do. That's one feature on the truck that I personally have no use for and would be happier if it wasn't there in the first place. Sunroof is the other one, but the truck I found on a lot has that too! BTW, I did have a truck with the heated washer recall. I actually loved that feature and never had that recall done until I was ready to sell the truck.

By reading through enough of the attachments, this recall is going to give you more hydraulic brake boost (not through vacuum) when the mechanical vacuum pump is struggling to keep up, but has not yet under performed enough to show a low vacuum pressure fault. I didn't realize the system had this capability, but seems to me like they are using the ABS solenoids to increase brake boost when the mechanical vacuum pump doesn't have enough boost. The way I read it, this recall does not directly address the cause of the failing vacuum pumps (claimed to be sludge buildup on oil inlet screen), instead it just attempts to keep the stiff pedal situation from sneaking up on drivers and causing an accident.

The condenser is also a transmission cooler. It has two flow circuits in the same component so you’re going to lose a small amount of ATF when you remove the condenser. As to the dipstick, my understanding is that the 6 speed has a dipstick in the K2 trucks, but the 8 speed does not. On the 8 speed, there is a stand pipe on the plug in the pan and you fill through that pipe, but only after the fluid is up to temp and with the engine running on a level surface.

This is standard operation on any newer vehicle that doesn’t have a full door frame above the window. For example, Corvettes at least C6 generation and newer all do this as it’s the only good way to get the window glass to seal at the top. I’d say you received a window regulator that has incorrect programming in it and is responding to the door open message on the datalink when it should not be.

[email protected] BTW, I did try sending them another request after my first and second rejected attempts. Maybe they've changed their policy as they promptly responded with the build sheet on the third try.

You could always rent an open car trailer from UHaul. This would to much easier than the enclosed and give you better visibility. Cost likely wouldn’t be too bad either and would be partially offset by fuel usage. Biggest downside is the car would be able to get dirty in wet roads.

I believe the AFM lifter is designed to collapse - that's how it keeps the valves closed on that cylinder in V4 mode. The problem is that when it's in V8 mode there is a ledge that the spring pin engages and this ledge gets mushroomed. Once that happens, the lifter will collapse to go into V4 mode, but now the inner bore drags on the mushroomed ledge. In this condition, the lifter can no longer extend so that valve will not open in V8 mode. What's worse is that it also means there is now no preload on the valvetrain for that valve so you get a no follow condition on the cam. This is the rattle that you hear and can easily progress to lifter bore and cam damage. There is also a misconception that oil is fed to the AFM lifter in order to make it solid for V8 mode operation. This is the opposite of what's true as the oil pressure being fed to the lifter actually retracts the spring pins and allows the lifter to collapse. So, when someone says they have a "collapsed lifter", what it really means is that their AFM lifter has collapsed and will not extend on it's own like it should during every single combustion event of V4 mode.