Forgot to mention its a 3500 non dually (9600 GVW I think)

Not sure if it has a calalytic converter (don't think so), but I have read that GM was able to avoid using such emission controls while ford was already using them on the early powerstrokes.

The wastegate is simply held shut by a spring in a canister, no solenoid, and no line to the intake.

Had head gasket problems the one time we ever really worked the engine, and yes, did find fractures between ALL of the valves. thats when we found out that it was "normal", at least unofficially. Its not a bad engine, but it just doesn't have as much meat in it as the 6.9. The heads on the 6.5 seemed lighter than the heads on my 5.0.

I've heard that the bottom end on the blocks are prone to basically falling off because of fractures that develope in the main bearing roots. Maybe that was more for the 6.2 than the 6.5/6.5 turbo, I hope I never have to find out.

On the plus, you can tell that GM made an effort to keep to as few bolt sizes as possible on the exterior of the engine, and since its smaller than the 6.9, its less crammed in there. The downside, is that the turbo hides one side of the engine, and the injector lines cannot be replaced without taking the intake manifold off! Same for the injector pump. Lots of extra oil and coolant plumbing make it more leak prone. But replacing the thermostat is easier. Runs very smooth, comparable to a V8 gasser.

The more I think about it, the more I realize the 6.9/7.3 IDIs are probably one of the easiest diesels to work on with everything right on top. Can't speak for the cummins because I haven't worked on one of them yet.

 

That would have been a light duty. In those years the 3500s could have been light duties or medium duties. The medium duties said "HD" on the badges. Also the medium duties had a straight front axle on the 4x2's and the light duties did not. There was an emissions difference between the models but the base motors were the same.

They tried to keep up with Ford and Dodge. I saw my first Duramax in late 98 early 99 in a test truck. It was in a truck that GM and AM General had put together for testing for the military. The trans had problems and they needed it fixed. They agreed to pay me to stay late and to pay the dealership an extra $200 and hour for me to stay late and fix this thing. They put a trans on a private jet and flew it into Louisville that night. This truck had to be in St. Louis the next afternoon for an Air Force thing. I changed the valve body and it was on it's way. It was only a temp fix. It had metal in the filter so a hard part was bad. It got into the valve body and was causing a shifting problem.

They sent some engineer with the trans and it was obvious that he spent his life in a test cell. He said that it was probably an electronic problem but before he got there I had already pulled the filter and dumped it. It was full of metal as in steel. He said it could have come have been left over when they casted the case. The case is aluminum. My aluminum magnet was at home so it had to be steel.

He was a nice guy just been in a test cell to long. He ended up buying breakfast and hung around awhile the next day. We ribbed him about being an engineer but he was a good sport.

 

Yeah it has the A arm front suspension (4x4), nothing special, probably more accurate to call it a 2500 but it says 3500 on the door so who am I to argue with a door

It never ceases to amaze me how much trouble there is in transmissions, especially the automatics. I have a feeling that the C4 and C6 transmissions had their teathing problems too, but man, you'd think they could make something reliable by now.

I went through My E4OD with a fine tooth combe and it is what I would call adiquate for my needs. Seems that as soon as they get a design to work right, they're off to the next "all new" something.

 

Scratched out this post i just done. I like this edit feature!!!

 

Is it fixed? Does it actually have the safe mode light lit?

 

I have a bundle of cedar shims, and am very good at building a fire with them.

Should I come visit?

 

OOOW whens the chevey BBQ gona be!

 

Not sure, still waiting on the invite, but it sounds like fun.

A couple of the guys I work with will swear I can set a lake on fire with a bundle of shims.

 

LOL, I needed this little incident like I need a hole im my head. My Dad was probably close to torching it himself. The check engine light never actually came on by itself, just the hard, late shifting. Only time it came on was when I jumped the terminals of the diagnostic port and it flashed the codes for me.

We're so busy its not even funny. Construction still has a ways to go in campbell river before they run out of land or the bubble busts (still not sure who's buying all these huge houses), but so far we still don't seem to have much in the way of competition for railings. Hoping to phase vinyle decking out by the end of this summer, but the price its going for right now is just unbelievable.

If worst comes to worst, I can always put my F150 back on the road, that good ol' ford saved our bacon a few times just by doing what it does best; being dependable. Running on propane isn't a bad feature either at the moment.

My sister drove the GMC a little today and it seemed to be good, I'll know more in the next few days. If I don't take you up on that offer, Dave, my Dad just might!

Thanks guys, I needed the pick-me-up.

 

Ok, I don't know enough about the GM diesels yet to know all of the "correct terms" BUT.....

The IP is a Stanadyne and on the side of it is the "computer" it is supposed to be cooled by the "new, cool fuel" coming into it. You might have guessed by now that isn't sufficient. They make relocation kits to move it to a more friendly environment and doing so is a REALLY GOOD IDEA. Your Dad's truck may not have this as you said it is mechanical but any that do would be very wise to relocate it before it burns-up.

After seeing a few diesels torn down with problems and for rebuilds at my Dad's machine shop I personally think GM makes their diesels too "gas like" and the Duramax fits that description too as far as I'm concerned. They might be OK as a commuter or "average joe" rig but I'll take a mechanical Cummins or IDI!
Maybe I just expect diesels to be better but I compare diesels to other diesels not gas motors and the GMs are too much like the gassers for me to take them serious in a diesel comparo. I saw an acticle on building a Duramax and they kept comparing the size of motor parts to a 426 Hemi like that was supoposed to impress us. I LOVE HEMIS, which probably goes without saying, and you can build boatloads of power with them, but I'd never make a diesel out of one. I must be missing something?!

 

Well dads back from his trip and he needs his truck. The shifting problem seemed to be on a 3rd driving cycle pattern. Drive it 2 times and on the third time you started it up to drive it the limp mode was back.

I had to boost it off my truck just to get it in the shop, might have some dead glow plugs judging by how it eventually started. After it was in the shop, I look underneath and it would seem that it may have a fuel leak.....lovely.....on closer inspection I can't pinpoint the leak, but it could be the IP. Couldn't find any chewed ribber lines either.
I will put it back together with the old intake manifold gaskets and see if the leak is still there. If not THEN it will get the new gaskets. Remember the intake manifold has to come off before I can access the IP, or injector lines.

Right now I am @$$ deep in this thing fixing valve cover oil leaks and coolant leaks. I'll have to take the turbo off to get at the diver's side valve cover tomorrow. This truck can be seen on some pretty ritzy properties sometimes and leaking oil on a customer's new $20K driveway probably won't go over too well so I figured now was the time to fix these leaks. I'm still holding out some hope that it maybe a weak ground affecting the transmission because I was never able to fix that very well before. I'll be routing a new ground when its all back together. If that doesn't do it, than I'll get a new speed sensor. I tested the TPS and it seems to read well and smooth. If the truck still doesn't cooperate than I might just take Dave up on his offer (if I don't my dad probably will).

All and all its not that bad a truck for what its used for, but its a lot harder to work on because everything is so complex and cluttered under the hood. Anything can break down or start to leak, but the international IDIs are a dream to work on compared to this.

 

Well if worst come to worst bring it down to vegas we can burn it with my truck then tell the insurance companies it was them pesky dodge guys.

 

The only problem is we take pleasure in you brand-x guys frustration, so we'd never burn the source of our amusement.

Actually I hate to see anyone struggle with their rig, no matter what brand it is.

 

Well the GMC truck is done, and I'm done.....

2 new batteries,

1 new TPS

new valve cover gaskets

new intake gaskets

new O ring

Oil/filter change

brings it all to over $600 in parts with tax, but it runs again and he couldn't be happier. Tranny problem SEEEMS to be gone with the new TPS sensor ($178) A missing bolt on the crossover was costing some turbo boost so my dad got some extra power for his (more like MY) troubles out of all this.

A job like that would have taken me an afternoon on my truck, instead it took friday afternoon, saturday, and most of sunday because the engine is such a tangled mess of parts, tubes an whatever else. Come to think of it, I hardly ever pop the hood in my truck lately. Mybe I'll go to my beast and check the oil or something so I can feel normal again.

 

Funny you say that. There's why I've always owned fords, dodge, and no chevy's. I hated the distro being behind the intake.

Oh I had 2 chevy's a 84' 250hd van (doghouse) and a '80 caddy with a 368(?) caddy motor. Distro in front.