asilverblazer

I would recommend name brand O2 sensors - AC Delco. Second, monitor the upstream O2 sensor readings to confirm the lean condition. Check intake manifold gaskets for air intake leaks.

Most simple OBDII readers will clear codes. This doesn't fix mechanical issues. This will cause more problems and complicate trouble shooting the original issue.

If you didn't move the adjusting cams on the upper control arm mounting bolts it is probably close enough - you fiddling with them in the driveway is probably going to make it more worse than better. Plus, you're not going to adjust the caster without likely in advertently adjusting the camber.

Something I don't see anyone talking about it... regrets... There is no reasonable comparison in capability of the gas engine to diesel. You can get a gas engine and it can suffice just fine, but the diesel will do the same thing and perform better doing it. So, you crunch all your numbers and decide that the gas engine is all you need. Then spend the rest of your time owning it wishing you had gone ahead and gotten the diesel. To the say the gas engine will work better in the city as a daily driver is pointless. My diesel 3500 is getting the same mileage as my 1/2 ton 5.3l did - both in the city and on the highway. These trucks are cumbersome in all but the most spacious of parking lots, impossible? No; but you're not whipping into any parking spots or nimbly darting through rush our traffic either. The comfort level the diesel is going to bring when towing that size trailer will be a noticeable improvement over the gas.

The Chevrolet has it on the instrument panel left of the climate control. GMC down by the cup holders...

They can wear out like other shocks, mostly by developing leaks. They aren't as expensive as they used to be either. They are more than a regular shock though.

3500 to 350 they'd be more comparable. Generally speaking they are very competitive to each other the notable differences are going to come down to preference items. The comparisons I've seen don't show the power advantage of the Ford making it to the ground in a meaningful way. Smaller tank - yes. Bigger turn radius - will you notice? Lighter tow ratings - enough to matter? Lower hp and torque - see comment above. Some pros: Hopefully nicer ride - probably compared to the 450. Better interior - preference, but I think the refreshed models of GM are nicer than Fords latest. Nicer tech - Super Cruise might be the only major thing to sway someone. Cost should be lower in the GM too, I can't justify how a Ford Platinum is so much compared to the plain Denali... not sure where the Denali Ultimate is pricing wise, but if memory serves the plain Denali was a considerable amount below 100k and the Platinum is a similar amount over - a 20k delta and nothing tangible to show for it. I never looked to closely at the costs though the above is the impression I built in my head and never went any further with it.

And now the trailer brake controller is there... at least its not in the way on the Chevy trucks. The only thing that should be in this area are cup holders and storage. Inevitably the drinks get spilled and soak everything in this area... shifters, buttons, controllers, etc.

Not quite as aggressive as the All Terrain TA KO2... 285/45 R22

oops - mine are 285/45 R22

BFG Trail Terrains - they've been excellent performers in the rain, dry, snow, quiet and no odd wear.

Doing this would probably upset all the electronics so much it won't shift the transfer case. Popping the drive shaft out would probably relieve enough drivetrain 'stress' to make some difference.. whether it would help you diagnosis is debatable. I'd check wheel hub bearings first, they are more failure prone than the diff.

Inflation pressure labels are typically listed as 'cold' - I can't remember the exact definition of that but in simple terms I set the pressure in the morning prior to driving any where. The 'coldest' temperature of the season. You are monitoring the pressures too - I've never seen more than a 5 PSI rise from 'cold' to 'hot'.

I get old an worn out... but the degree can vary. My question/point/curiosity is what level of old and worn out was required in order for the midsize truck to tip the scales in the OP's favor. I have a hard time finding the mid size trucks competitive with a fullsize. Because (Not to be offensive but particularly the Frontiers especially aged platform) they deliver less power from their smaller engines with out an appreciable bump in mpg's. Maintenance costs will be the same. Capability will be less payload and towing. Comfort will take a hit via the smaller cabin, and ride quality won't be any better. The only benefit is a lower purchase price and perhaps better maneuverability. So, I'm curious about the OPs thinking on the matter about what his "pros" for the choice are. NOT trying to insult someone's new truck or decision, my comments are either what I've heard or experienced on the balance of compact trucks vs. full size. Also, of note the newer platforms are seeming to provide a better mix of attractiveness compared to a fullsize.

I'd focus on O2 sensors and knock sensors. Inspect the brake light switch and clean its internals if needed. Clear the codes and see what comes back. I don't see anything indicating a bad ECM yet.

Not knowing the condition of your old truck... most reports I've heard are that the mpgs and performance will be similar, the cabin size smaller and capability less. Curious how you think they compare.

I must've missed the WHITE smoke part... Not real positive, but a good compression test suggests coolant entering the air intake tract between the valves and throttle body. An internal leak/crack in the manifold, or, if you're lucky an intake manifold gasket.

Does a reconfigured coolant line sound like it would save a torque converter to you? ...Nope. However, after market support is plentiful to resolve the issue.

New parts doesn't guarantee good parts. Try swapping one component at a time from the bad cylinder to a good cylinder. Plug, wire, coil, etc... Have you checked compression in its current state? Might have ran too lean too long and burned a valve... If it is indeed ONLY cylinder 6, and the above 'external' cylinder specific items aren't the culprit, then its an internal engine issue... For the sake f being thorough, I'd through a vacuum gauge on it and spark tester.

Low voltage on the O2 sensor is a lean condition.

Did you clear codes... and get new ones? Check fuel pressure at the test port. What about injectors condition?

Careful, we're about to get called a bunch of drunken cowboys...

Significant miss fires will quickly kill the catalytic convertors too. Given the age of the truck, if they are original, get the plugs and wires while you're at the parts store. They'll probably need replaced anyways. I'd replace both upstream O2 sensors too. AC/Delco plugs and wires. A throttle body cleaning and fuel filter is probably in order too.

Newest generation Frontier? I would be hard pressed to find how the last generation was better in any way to your old truck.

One of the lighting circuits is back feeding the camera circuit. Plug corrosion, wires pinched together, dual filament bulbs, etc. I either missed or didn't see which particular lighting circuit was back feeding the camera. Isolate which lighting circuit is turning the camera on - parking lights, fog lights, reverse lights, etc. Be advised turning on the headlights will also turn on parking lights, same with fog lights. If I had to guess a close inspection of the parking light circuit at the rear where it is running near the camera or reverse light circuit will locate the problem. Look particularly close where the trailer wiring harness was installed. Something may have rubbed or corroded.