Bruce Amacker

I've had axle surgeons out several times years back. What are they charging now? I remember it being like $500 or so. It's pretty slick how they do that......

I installed many of those and even remember the PN as I stocked several numbers. I cut a piece of pipe to just the right length and used the bearing nut to pull the sleeve into place, sometimes using a hammer will leave a ridge each time the sleeve stops. Any sealer will work, we used RTV. Most of the time you don't have to remove the lip of the sleeve and you can use the stock PN seal even though the hub is a few thou bigger. There's a relationship between the PN and the sleeve size on some of them, like a 99287 is 2.87" or something like that. SpeediSleeves are the cat's ass!

Not your problem, bad intel. https://www.thedieselstop.com/faq/9497faq/tsb/tsb/files/032134.pdf

Short answer- take out the screws and change the magnets like Keef said, it's super easy. Long answer- With high mileage they'll build magnetic grunge under the magnet, blow them out with brake clean and air while the magnet is off. I've heard of guys fixing running complaints doing this when there was no $$ for injectors. IH also had a big campaign about proper shimming of the magnet using a depth mike and different thickness spacers to compensate for sinking valve faces, I think. Make sure there's a few thou under the armature plate when the magnet is off and the little screw is tight as it can loosen up. If the armature plate is bottoming out on the injector body that's bad. In my notes I have 2.77 to 3.17 ohms is the acceptable range.

Without looking up SI, some early RABS systems did not talk on the bus but rather used blink codes. Is it RABS or 4WABS?

IIRC, they had an updated PN IDM for later trucks to prevent false codes.

If you drove it with a pressure gauge on it in the cab and it stayed below 12PSI, you don't have a problem. If you were leaking any kind of "gas" into the cooling system your pressure would spike as soon as you hit the throttle. As far as the delete goes, no comment.

I have seen low quality/recycled/old coolant foam up badly in the degas bottle, IH has a pattern failure with this setting low coolant faults from foaming. Try changing/flushing the coolant.

Negative? Not positive?

Hi Steve! An oil analysis will tell you if there's coolant in the oil but won't really give you any definitive direction, Napa PN 4077 CQ/Wix PN 24077, $14USD/$35CD. Look for discoloration in the ports of the exhaust manifolds as you tear down. Leave pressure on it overnight, do a relative comp test first thing and see if anything looks wacky. Probably nothing you didn't already think of... Good Luck!

Better call first. Around here you need a 'scrip for a hypo.

Almost looks like a right/left thing, could it be boxed wrong?

I'm pretty sure all the later flash levels made that system inop anyway, it went from functional to non-functional (but present) to imaginary (wiring present, no motor or plate) to not present between 04 and 06. Weird progression for an emissions system........

Nope, different tool, and beware that some WSMs incorrectly have the 6.0 PN in them for the DT pucks. You probably wouldn't have a hard time making a tool adapter out of a big hex nut but the tool has come way down in price: ZTSE4725 High Pressure Rail Adapter Socket Alt PS The torque spec on those is not in the WSM but in a bulletin, it's 150ft/lb.

Without a doubt electrical is the most difficult thing for techs to grasp. Keep working with them on voltage drops, relays, amperages, voltages, etc, over and over until they "get it". Don't be disappointed if you have to tell them the same thing over and over as it sinks in slowly for many guys. When I had the shop we'd play at lunch with "lunch questions" like a game show. I'd ask them a question and if they answered correctly I'd buy lunch, kind of an ASE style game. Then we'd obviously talk about why the answer was correct. The smart guys will listen to your knowledge and experience.

Most guys won't pull the doghouse to do a HG or even a major O/H. Is that 30K since O/H or since new? Definitely need the hours and info since last O/H. Flaws in the block or head are rare, probably just a HG. I would do a compression test before investing that kind of time into it before teardown, I can loan you the adapter if you want. The "pucks" above the injectors are really trouble prone, I'd reseal or better yet replace them while you're in there. Last check they were about $25 each, they take a special hex wrench you'll need to buy, make or borrow. A new ICP wouldn't hurt as it's under the valve cover. Do you have OnCommand? Shoot me your e-mail address and I'll send you some info, bamacker@aol.com

This is the rear of my 2005 cutaway engine, yours should be the same. The big hole in the lower left is coolant, the other three are head bolts. I don't remember what the small hole in the lower right is, maybe an oil galley plug or something. They're not prone to blow head gaskets but that doesn't mean yours isn't leaking. Do your obvious diag. Good Luck!

I've seen more than a few cups cracked from overheating in both 7.3s and DT engines. Check the cooling system for all of the normal faults, a bad fan clutch is a common cause in my experience. If it still has brass cups it's probably an old engine? Most of the MY2000+ got SS sleeves which didn't crack. Supposedly the brass and later coolants didn't play well together so they got SS, but I saw a few OEM brass installs in later trucks, like they used old stock or something. Tell the guy to put SS in it, if he can borrow the "roller" install tool, that's even better.

Nice, yes, but too overdone for me. I'm a stock nazi and against trailer queens. Too much glitz on that and too nice to drive on the road. They never made DCs with 21 window roofs and deluxe trim like that, either.

Where was that from- Japan? This is a little closer, our VW club's Fall Cruise from a couple of weeks ago. I have two split window busses, a nice '66 and a ratty patina '65. I drove the patina bus that day, you see glimpses of it at 1:32 and 1:43, it's a two-tone white over dirty orange color.

IIRC, some systems don't use TP sensors but rather depend on the ABS sensors- if the tire is low, revs per mile speed up triggering a code. The system learns the revs for each wheel over time, rotating the tires screws this up sometimes requiring pushing the reset button. Edit: Alldata shows it has sensors. 2011 GMC Truck Terrain AWD L4-2.4L Vehicle » A L L Diagnostic Trouble Codes ( DTC ) » Testing and Inspection » C Code Charts » C0755 C0755 DTC C0750, C0755, C0760, or C0765 Diagnostic Instructions Perform the Diagnostic System Check - Vehicle (See: Testing and Inspection\Initial Inspection and Diagnostic Overview\Diagnostic System Check - Vehicle) prior to using this diagnostic procedure. Review Strategy Based Diagnosis (See: Testing and Inspection\Initial Inspection and Diagnostic Overview\Strategy Based Diagnosis) for an overview of the diagnostic approach. Diagnostic Procedure Instructions (See: Testing and Inspection\Initial Inspection and Diagnostic Overview\Diagnostic Procedure Instructions) provides an overview of each diagnostic category. DTC Descriptor DTC C0750 03 Left Front Tire Pressure Sensor Low Voltage DTC C0750 29 Left Front Tire Pressure Sensor Too Few Pulses DTC C0750 39 Left Front Tire Pressure Sensor Internal Malfunction DTC C0755 03 Right Front Tire Pressure Sensor Low Voltage DTC C0755 29 Right Front Tire Pressure Sensor Too Few Pulses DTC C0755 39 Right Front Tire Pressure Sensor Internal Malfunction DTC C0760 03 Left Rear Tire Pressure Sensor Low Voltage DTC C0760 29 Left Rear Tire Pressure Sensor Too Few Pulses DTC C0760 39 Left Rear Tire Pressure Sensor Internal Malfunction DTC C0765 03 Right Rear Tire Pressure Sensor Low Voltage DTC C0765 29 Right Rear Tire Pressure Sensor Too Few Pulses DTC C0765 39 Right Rear Tire Pressure Sensor Internal Malfunction Circuit/System Description The tire pressure monitor (TPM) system has a radio frequency (RF) transmitting pressure sensor in each wheel/tire assembly. As vehicle speed increases, centrifugal force closes the sensors internal roll switch, which puts the sensor into Rolling mode. The body control module (BCM) receives and translates the data contained in the tire pressure sensor RF transmissions into sensor presence, sensor mode, and tire pressure. Once vehicle speed is greater than 40km/h (25 mph), the BCM waits for the first sensor to go into Rolling mode, then checks if all sensors have gone into Rolling mode. If one or more sensors do not go into these modes, or do not transmit at all, the BCM will set DTC C0750, C0755, C0760, or C0765 respectively. Conditions for Running the DTC Vehicle speed is greater than 40 km/h (25 mph). Conditions for Setting the DTC A sensor does not transmit for 18 minutes. A sensor low battery condition. Action Taken When the DTC Sets The tire pressure monitor indicator icon on the instrument panel cluster (IPC) flashes for 1 minute and then remains illuminated after the ignition switch is cycled ON and the IPC bulb check is complete. If equipped, the driver information center (DIC) displays the suspect tire pressure as dashes. If equipped, the DIC displays a service tire monitor type message. Conditions for Clearing the DTC A current DTC will clear when the malfunction is no longer present and 1 ignition cycle occurs. The BCM automatically clears the history DTC when a current DTC is not detected in 100 consecutive drive cycles. Diagnostic Aids Some aftermarket wheel valve stem holes are located further from the wheel rim than original equipment wheels. When using the TPM special tool to activate a sensor, ensure the tool antenna is no further than 15 cm (6 in) from the sensor and is aiming upward. Aftermarket wheel valve stem locations can cause a sensor to not function correctly. A sensor may have been damaged due to a previous wheel/tire service or flat tire event. The use of other than GM approved tire sealants can obstruct the sensor pressure sensing port and cause inaccurate tire pressure readings. If this condition is verified, remove the sealer from the tire and replace the sensor. Refer to Tire Pressure Indicator Sensor Replacement (See: Instrument Panel, Gauges and Warning Indicators\Tire Pressure Sensor\Service and Repair). Occasionally sensor transmissions are not received by the BCM due to vehicle level RF interference from items such as but not limited to aftermarket ignition systems, DVD players, CB radios, or metallic type window tinting. The sensor activation procedure may have to be repeated up to 3 times before determining a sensor is malfunctioning. In the event a particular sensor information is displayed on the special tool upon activation but the horn does not chirp, it may be necessary to rotate the wheel valve stem to a different position due to the RF signal is being blocked by another component. Occasionally sensors can become mislocated due to previous tire rotations where the sensor learn procedure was not performed or stray sensor transmissions have been received from other vehicles. Always learn the sensors to ensure the DTC set is for that actual physical corner of the vehicle. Refer to Tire Pressure Indicator Sensor Learn (See: Instrument Panel, Gauges and Warning Indicators\Tire Pressure Sensor\Testing and Inspection). A sensor low battery condition will set a sensor DTC but will not illuminate the low tire pressure indicator or display a message on the DIC, if equipped. The sensor battery condition can be verified in the scan tool BCM data list. If a sensor low battery condition is indicated on the scan tool, the sensor will need to be replaced. Refer to Tire Pressure Indicator Sensor Replacement (See: Instrument Panel, Gauges and Warning Indicators\Tire Pressure Sensor\Service and Repair). Reference Information Description and Operation Tire Pressure Monitor Description and Operation (See: Instrument Panel, Gauges and Warning Indicators\Tire Monitoring System\Description and Operation) Electrical Information Reference Circuit Testing (See: Testing and Inspection\Component Tests and General Diagnostics\General Electrical Diagnostic Procedures\Circuit Testing\Circuit Testing) Connector Repairs (See: Testing and Inspection\Component Tests and General Diagnostics\General Electrical Diagnostic Procedures\Connector Repairs\Connector Repairs) Testing for Intermittent Conditions and Poor Connections (See: Testing and Inspection\Component Tests and General Diagnostics\General Electrical Diagnostic Procedures\Circuit Testing\Testing for Intermittent Conditions and Poor Connections) Wiring Repairs (See: Testing and Inspection\Component Tests and General Diagnostics\General Electrical Diagnostic Procedures\Wiring Repairs\Wiring Repairs) Scan Tool Reference Control Module References (See: Testing and Inspection\Programming and Relearning) for scan tool information Special Tools EL-46079/J-46079 Tire Pressure Monitor Diagnostic Tool Circuit/System Verification Using the EL-46079/J-46079 , activate each tire pressure sensor and record each sensors transmission data and physical location. Verify EL-46079/J-46079 displays the 8-digit ID number, accurate tire pressure +/- 27.6 kPa (4 psi), Learn Mode, and at least a 1/4 graph signal strength displayed. ¤ If any of the parameters listed above are not displayed, replace the suspect tire pressure sensor. With the scan tool, verify tire pressure sensors ID and locations displayed on the scan tool match the IDs and locations recorded from the special tool. ¤ If the IDs and locations do not match, perform the Tire Pressure Indicator Sensor Learn (See: Instrument Panel, Gauges and Warning Indicators\Tire Pressure Sensor\Testing and Inspection). Enable the TPM learn mode. Use the EL-46079/J-46079 in simulate mode to learn 4 simulated sensor transmissions into the BCM. Verify that all 4 simulated sensor locations, IDs, and tire pressures displayed on the TPM special tool match the corresponding scan tool parameters displayed. ¤ If the scan tool does not match, replace the K9 BCM. Test drive the vehicle above 40 km/h (25 mph) for greater than 2 minutes. With the scan tool, observe the suspect Pressure Sensor Mode data parameter. Verify the sensor mode changes to Rolling. ¤ If the Pressure Sensor Mode does not change, replace the suspect tire pressure sensor. Repair Instructions Perform the Diagnostic Repair Verification (See: Verification Tests) after completing the diagnostic procedure. Tire Pressure Indicator Sensor Replacement (See: Instrument Panel, Gauges and Warning Indicators\Tire Pressure Sensor\Service and Repair) Tire Pressure Indicator Sensor Learn (See: Instrument Panel, Gauges and Warning Indicators\Tire Pressure Sensor\Testing and Inspection) Control Module References (See: Testing and Inspection\Programming and Relearning) for BCM replacement, setup and programming.

I'll save you from hearing the long version of two outcomes of those connectors, but they both involve towtrucks and a lot of time/money spent to find the problem. They're nothing new, been around for decades.

That's not a DT466E, that's an EGR engine. A big pattern failure is the HP oil pucks leaking above the injectors, they can usually be identified by air testing them. Generally when I air test them I disconnect the HP hose and put a fitting in, which isolates the head from the HPP. Setting up the hose the other way can test the IPR for function, also. If the injector spools are worn it can cause the same symptoms (not unusual). Did they use the injectors from the old engine? Give me a ring if you want, I'm free today. Good Luck!

I saw you on the schedule and missed you at Nacat...... What year is this truck?