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Found 6 results

  1. Noticed a couple dime sized drops of oil on drive way. Am a stickler about that and investigation reveals the dreaded and well known transfer case oil pump rub. Over time a hole is made leading to fluid loss and unless caught in time, will slowly kill your GM T-case. Mine is the NP263XHD but it affects many similar GM T cases. If you have a 2001 forward GM T case, best to check it out sooner than later. There are many after market products to fix it before its too late-- but still requires T case be dropped. Ugh... DEalers not too interested in advance warnings, so driver beware. Am headed out end of week for a 900 mile road trip and as luck has it, this is discovered at the last moment- seeps par for the 4x4 course. You tube explains it all:
  2. I did a job for a guy i've known for a long time, he's offered me his D60 from a CUCV, u bolts, plates and already set up for high/cross over and mounts for ram assist, DOM tie-rod and draglink. The deeper i dig into the idea the more $$$ it gets: Will need to re-gear to 4:88, add an ARB locker; rebuild/bearing/seal kits; king pins he says are good. Then might as well go to chromo 35 spline outters with new warn hubs. Sheesh, on paper this is adding up fast. Will take measurements soon, but hope the spring perches are same and no need to re-do the 'C's or adjust perches (i.e., same width). Maybe different brake lines. Will need a beefy front diff cover too. Looking at Crane, ARB and Dynatrac. Like the ARB for drain plug and magnetic dip stick. (but no tapered edge...) While i'm a conservative driver, locked D44 on 37s is the limit. D60 will add weight over the 44, so i'm making engine work harder...A 60 will offer up some added performance buffer in the rocks... Then try recoup some $ by selling the D44 with 4:88, ARB, Warn premiums, flat top cross over knuckles and rock hard diff cover... tell me why this is a bad idea... mb
  3. 2001 2500HD 8.1L with Allison 1000. Warn M12000 winch with dual batteries. Assisted in the recovery of a jeep that rolled into a deep gully. Hard pulling and amp draw at about 10 degrees side hill-- near level. Truck in park and ebrake fully engaged. Hard pull really put load on system-- ran up RPMs to help recover some juice. At one point winch stopped working due to insufficient power. (Should have used the snatch block.) Winching force actually pulled truck sideways about 4'. While winching also stood on brake pedal and at times it was nearly all the way to floor. Relevant fact: high RPM for about 10 minutes while tranny in Park and T case in 4 low. Ran up RPMs while winching so alternator could generate amps. Heavy amp draw ands stood on brake pedal (to hold position and not get pulled into the deep gully). Eventually got him out and was time to go. Put truck into drive and....nothing. Reverse...nothing. Uh oh. Toggle between 4 low, 4 high and 2 high. Nothing. No sounds, no indication of anything moving. Now the rescue rig needs help. Another vehicle pulled me onto level ground and turned off engine. Let it sit for about 5 minutes pondering what to do so tried again. Upon start up, all is normal and drove home w/o issues. Any explanation why/how a period of high RPM in park will neutralize the tranny? Or did the T-case go into a fit? since only a very slight side hill do not believe it was fluid starved. Thanks, Mark
  4. I posted about the upcoming Dodge Ram 1500 3.0l diesel, manufactured by VM Motori. Now, nothing has been released yet as far as i know related to GM, but the article i read about the engine stated that GM may also be using a version of the same engine in their line of light duty trucks. If they do, the speculation is that they are planning to use it in select lines of 1/2 ton, light duty pickups and SUVs, including the 1500 series, tahoe and possibly suburban. The article i read stated that GM owns a stake in the company that produces the engine, VM Motori, and that GM has expressed possible interest in the engine.
  5. G.M. truck owners, come on board! I'd like to dialogue with owners and shops involved with the S/T trucks and Sierra/Silverado models, hear about your enthusiasm for the 4x4 pickups, Suburban and Blazer/Jimmy or Yukon. Share your modifications, upgrades, 6.2L, 6.5L and Duramax diesel experiences, LS performance gains—whatever! I worked as a G.M.C. truck dealership line tech in the '80s and followed the transition of these models. My Chevrolet & GMC Light Truck Owner's Bible (Bentley Publishers) drew from that experience...I can talk diesel, gas, LS engines, modifications, chassis dynamics, axle and powertrain rebuilding. (Late G.M. owners, see my popular AAM 11.5" axle step-by-step article and the 9.25" axle build in HD video at the magazine.) I'm here for troubleshooting and diagnostics discussion, too! Join the forums, post your topics, and let's talk! We'll get others on board and find a sensible alternative to piddling your time away at Facebook and Twitter! Moses
  6. The emergence of late model 4x4s with IFS began with the S/T trucks and culminated in the introduction of 1987 Silverado and Sierra trucks with IFS. I worked closely with Chevrolet and GMC trucks during the 1987 to late '90s era, ultimately having great respect for these S/T and K-model trucks. The popularity of modern G.M. truck technology is indisputable: If you add GMC to Chevrolet figures, G.M. truck sales have often outweighed Ford F-series and others. This forum is a community of enthusiasts who value G.M. technology, design and ruggedness, including the 6.5L and Duramax diesels, the small- and big-block pushrod V-8s, Vortec V-6s and contemporary LS engine platforms. Join others here!—Moses Ludel
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