Doug_Scott replied to Imcrazy's topic in 2015-2019 Colorado & CanyonThey say "CARB EO Number Received" on their website for that supercharger kit, that Ge really means 50 state emission ready.
Doug_Scott started following GM Announces Factory Location For Self-Driving Vehicle Production, Traded my Silverado for a Colorado and I HATED IT!, power sheering whine and and 4 others
Doug_Scott replied to Imcrazy's topic in 2015-2019 Colorado & CanyonSomething that most are missing is the impact of out of proportion body sections. I am 6 feet tall, with a 30 inch in-seam. It leaves me with a body length normally seen on 6'6" men. Add to that, I have had two spinal fusion that have reduced my flex ability to the point I have issues getting into the full size truck. I got as far as trying to get into a Canyon, but it was just too awkward. I am also a broad shouldered person as well. On air planes if I sit in the aisle seat I get my shoulder walked into by every person walking by. My weight is approx 250, with a 36 waist. I was initially going to get the Canyon with the 5.3 engine. That came to a stop when I couldn't get into it easily, and once I noticed the price with the 5.3 was just over $5k more than I got a full sized GMC with a 4.8 for. Sent from my KII-L05 using Tapatalk
Chrysler and Ford used TXV systems since nearly forever. When I went through a/c "school" in the late 70s/early 80s (don't recall exactly) I took notes for both systems, still have them in my toolbox's a/c tools cabinet. They were pretty dependable, don't recall ever having one plug up like the fixed orifice tubes. I figured they all would switch over to fixed orifice tube simply for cost reduction. Fixed orifice tubes were dirt cheap, TXV weren't. Sounds like I got out just in time. Auto mechanics didn't need to be engineers to be good at there job. We know what was supposed to happen, and for the most part we had no interest in why or how. It simply wasn't needed, and likely would just over-complicate things. We operate on a different level.
Are you saying you have put 3 power steering pumps on your truck? Were all three put on to resolve the whine? When did the whine start? How far have you driven since the last attempt at getting the noise to stop? Generally a whine is due to either air in the hydraulic fluid, or from excessive pressure being produced. Double check that the hoses didn't get crossed up when reconnecting hoses.
Easiest way to test system is to get a thermometer with a range of 30 degrees to 120 degrees and a long stem. Insert the thermometer into the centre dash vent set a/c to full cold, max a/c and a medium fan speed. Don't use high speed, it can actually give warmer temp air. Run the car at an idle. You should see a temp reading in the 40s. Hot humid days will give warmer results due to the a/c gaining heat from removing the water from the air. You could also use the hand method, grab a hold of the smaller a/c line exiting the compressor, it should be hot. The line just before entering firewall should be cold. It's hard to define how hot or cold, but I think uncomfortably hot and cold would work.
A 2018 is still under warranty unless you managed to mile out in under a year. Not sure how this could be safety issue though. Can't recall any incident that I have run into where manually shift to low was ever called for. It's only been near 45 years driving though, perhaps it has not had time to pop up yet.
Have you checked both fuse locations? How far out of warranty are you? Have you checked the bulbs for the high beams? Is there any sign of moisture getting into the high beam housing? Have you check for power and proper ground on both high beams? Have you checked for power at the horn? Horns used to have a relay and that relay used the horn "button" to ground the relay. A common problem was the contact between steering column and the steering wheel ring. Not sure if that system is still done the same way. Both horn and highbeams are controlled within the steering column, chances are the solution will be located in the steering column switches and wiring area.
Doug_Scott replied to Gorehamj's topic in The NewsroomGood luck to the workers with 10 to 15 years in. Impossible to find a job that pays $30/hr (or whatever it is now) plus benefits to support their current monthly bills. People tend to live to their means plus a little bit. Having to change careers and starting at half the pay is tough to handle.
Doug_Scott replied to Gorehamj's topic in The NewsroomTough to get manufacturers to convince the test car operator to actually do their job. I think if you are supposed to be there monitoring and being a backup safety device and you fail to even perform the most basic of controls, you need to face criminal charges. None of this vehicular manslaughter crap, make it meaningful, murder in the second degree would fit.
Doug_Scott replied to Gorehamj's topic in The NewsroomThat diesel was more of an attempt to convert an olds 350 to run on diesel. It never should have made it out in the news let alone in production. It was GM's new Coke. Engine technology has advanced more in the last 25 years than it did in the 100 years before that.
It's a common misconception that a can of refrigerant will register a lower pressure as the contents go down. A full can and a 1/4 can will both show the same pressure. This is why you cannot just measure the pressure in the system without running the compressor to see if there is sufficient amount in system to test. If you are only showing 50psi with the system just sitting with engine off and an ambient air temp at near 100 degrees, you have virtually no refrigerant in the system. That means you have a leak in the system. You can take a good look at all the components you can see and look for an oily patch. Generally a leak will also leak some oil since the oil is carried by refrigerant. When it leaks the oil will collect around it and will trap any dust that comes in contact. Or, try to locate and borrow a leak detector. Common points to look at are, compressor clutch seal, valve cores at gauge port connectors, "O" rings at pipe connectors, lines or hoses with any rub marks, condenser, or evaporator.
With engine off both high and low side should be equal pressures. With engine off and gauges connected with both valves closed, turn compressor clutch by hand and see if the pressures change in any way. Not suggesting you can turn it fast enough to generate pressure, just wondering if something is up due to compressor position internally. When you are getting 100 psi on the low side do you happen to have a can of 134a connected to the gauge set? I ask because every gauge set I have used worked with valves closed. The only time you would open a valve was to add or drain refrige
You have an HD truck. Donor truck must also be an HD truck. Assuming it too is a 6.0 your easiest swap is to take everything attached to the frame from your truck and move it to the donor truck. With both trucks having same driveline use the best of both vehicles, leaving wiring harnesses where they are. The ECM should stay with the truck, the transmission has the TCM inside, leave it in your transmission when you move it with engine over to old truck. Use the best suspension parts, likely the stuff from your truck. It's still a lot of work, but it is what I call easy work. Your ECM has been tuned to support the gears hasn't it? You could take your ECM, just need to relearn security procedure.
You don't say what condition the donor vehicle is in. Perhaps the way to go is to fix the donor with parts from your WT. If it is collision damage, it may be better to simply move body parts. You will need access to a large enough area to protect both vehicles during the change over.
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