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Thread: Troubleshooting Lift Pump

  1. #61
    Join Date
    Mar 2009
    Location
    Folsom, CA
    Posts
    207

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    I saw no “smoking gun” that would keep the lifters from adjusting, although the piston inside was a little difficult to get out of a couple of them. The only thing I can think is that either when they were assembled initially or when I soaked the to clean any assembly or storage residue off, the piston became stuck. Part of the reason I used ATF was for the detergent qualities in addition to lubrication. I think I’ll just prime them again with motor oil if I’m going to reuse. With just ATF on them they seem to move freely.

    If you could take photos of your tools that would be great, I’d like to see what you’re describing. I tried to take them out with the heads on but struggled getting the retainer plate out and didn’t want to risk dropping anything into the crankcase, creating a larger job. I already have everything torn down so I think I’ll just pull the other head and do it that way, but it would be nice to have another option in case I need to replace the lifters in the future.
    Mike
    1994 K2500 Suburban 320,000 mi., F VIN, 4L80E, 3.73 w/posi., 3" turbo back, no cat, FSD Heat Sync, #9 resistor, SSD heads, SSD intake, fuel miser injectors, Bastard IP (5068), 4x4 posi (manual front axle lock), Cooling upgrade w/duel 180° t-stats and d-max fan

  2. #62
    Join Date
    Feb 2007
    Posts
    2,944

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    I always have a problem with this site to send photos, and they are usually rejected for size. This time I can't access my camera or computer files, only photos I once posted. PM your email to me and I will send them, it would have been better for everyone to see the tools but I can't seem to do it.SAM_0290.jpgSAM_0291.jpg Looks like I did it but I can't see the photos..They are there, but not while writing, the magnet has a wire loop soldered to it, and a wire handle that swivels a bit, it takes the lifter out, and the retaining plate out. It would be better if smaller. If you don't take the bolts out of the retaining plate, nothing is small enough to fall through, into the oil pan. The clip thing is to put the lifters back in, it is spring steel. Note, I used an American measuring tape, complement from Harbour Freight.
    Last edited by grancito; 08-31-2020 at 08:26 PM.
    Grant H.
    1995 6.5 turbo GMC K2500 extra cab 4x4 pickup, PMD under bumper, mechanical wastegate, 228,000 miles, rebuilt engine, 4.10 diff, 16 mpg
    1994 6.5 turbo GMC K2500 4x4 suburban #9 resistor, PMD in the bumper, mechanical waste gate, 226,000 miles, new engine, 0 miles. 3.73 diff, 16 mpg
    1982 4x4 shortbed 6.2 Chev 260,000 miles untouched motor 17 MPG 4.27 diff. Best thing I ever owned, since 1992.

  3. #63
    Join Date
    Mar 2009
    Location
    Folsom, CA
    Posts
    207

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    Finally got it running about 6 weeks ago, then left town for about a month. Here's what it took:
    I replaced the new lifters and had no change. So after some deep contemplation and rethinking some of the choices I've made in life, I took a closer look. What I determined is, that it looks like the rocker arm "pockets" on the pushrod side, are slightly too tight. I contacted the manufacturer who said they have had not problem with them. I got them locally, but looked online and it appears that the ones I got are really the only option of aftermarket rockers. My solution... was to shim the rocker assembly with 3/64ths gasket material. (Prior to that I tried cutting pieces of head gasket but that just disintegrated, then I used 1/16th gasket material from the local parts store, this led to waaay to much play.) Shimming was not my preferred option but I had pretty much reached eff it and just wanted to get it running. I will be tearing into it in a few months after putting a few miles on it to see what the carnage is. Hoping it is not much. Took it for a drive into the snow yesterday and everything seemed to be running just fine... until my trans went into limp. I'll update as I find out. Hope you had a great Christmas!
    Mike
    1994 K2500 Suburban 320,000 mi., F VIN, 4L80E, 3.73 w/posi., 3" turbo back, no cat, FSD Heat Sync, #9 resistor, SSD heads, SSD intake, fuel miser injectors, Bastard IP (5068), 4x4 posi (manual front axle lock), Cooling upgrade w/duel 180° t-stats and d-max fan

  4. #64
    Join Date
    Feb 2007
    Posts
    2,944

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    Hell, you are not having much luck. My transmission in the 95 truck went into 1st gear only mode a few years ago, when I was 6 hours from home, and I had a flight to the other side of the world. So I took the ECM with me to get checked, no one could check it, so talked to a GM trans expert in another country, told him the fault codes and he said bad ground. On returning, with some cable, the ECM liked the flight and worked. It turned out to be a failing ignition switch, common on the 95 and later vehicles. Paper clip the diagnostic plug to see if there are codes, often they are useless, but if there are a lot, it could be ground or power problem.
    Grant H.
    1995 6.5 turbo GMC K2500 extra cab 4x4 pickup, PMD under bumper, mechanical wastegate, 228,000 miles, rebuilt engine, 4.10 diff, 16 mpg
    1994 6.5 turbo GMC K2500 4x4 suburban #9 resistor, PMD in the bumper, mechanical waste gate, 226,000 miles, new engine, 0 miles. 3.73 diff, 16 mpg
    1982 4x4 shortbed 6.2 Chev 260,000 miles untouched motor 17 MPG 4.27 diff. Best thing I ever owned, since 1992.

  5. #65
    Join Date
    Mar 2009
    Location
    Folsom, CA
    Posts
    207

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    Took Sub for a drive and it seems that the trans reset and I have all 4 gears... for now.

    Thanks for the reminder that although the SES light won't necessarily light, sometimes a code is stored. I checked and got a 72 VSS signal error. Looks like I'll be replacing the VSS unless there is something else I should look at.
    Mike
    1994 K2500 Suburban 320,000 mi., F VIN, 4L80E, 3.73 w/posi., 3" turbo back, no cat, FSD Heat Sync, #9 resistor, SSD heads, SSD intake, fuel miser injectors, Bastard IP (5068), 4x4 posi (manual front axle lock), Cooling upgrade w/duel 180° t-stats and d-max fan

  6. #66
    Join Date
    Feb 2007
    Posts
    2,944

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    The starting price for the sensor is $8 so no great cost if it isn't the problem. The speedometer should be using the same sensor, so it should have been unstable. Check the plug and sensor pins for corrosion. Mine was also intermittent, with even a throttle light on. I swapped parts in, from the suburban, even the ECM that is specific to the year, and the same intermittent problems occured, but the new ignition switch cured all of the codes. If you cleared the code, check if it is back
    Grant H.
    1995 6.5 turbo GMC K2500 extra cab 4x4 pickup, PMD under bumper, mechanical wastegate, 228,000 miles, rebuilt engine, 4.10 diff, 16 mpg
    1994 6.5 turbo GMC K2500 4x4 suburban #9 resistor, PMD in the bumper, mechanical waste gate, 226,000 miles, new engine, 0 miles. 3.73 diff, 16 mpg
    1982 4x4 shortbed 6.2 Chev 260,000 miles untouched motor 17 MPG 4.27 diff. Best thing I ever owned, since 1992.

  7. #67
    Join Date
    Mar 2009
    Location
    Folsom, CA
    Posts
    207

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    Speedo seemed to work ok but was a little bouncy. Sub sat for almost 4 years before I tore it apart this spring. It did run but I didn't want to push it, knowing it had an issue with the one exhaust valve. So I'm in the process of knocking some of the cobwebs out of it. Not completely surprised about a sensor here or there. A lot of the wires and connectors are dry and brittle from heat and age. I'll see if the code comes back but I'll likely replace it just as a precaution.

    Grant, I have another question... I think I asked years ago, but I have been trying to figure out why my battery gauge doesn't work I just don't know where to start. I get nothing from it. Not sure if its a dash thing or something else. Thoughts?
    Mike
    1994 K2500 Suburban 320,000 mi., F VIN, 4L80E, 3.73 w/posi., 3" turbo back, no cat, FSD Heat Sync, #9 resistor, SSD heads, SSD intake, fuel miser injectors, Bastard IP (5068), 4x4 posi (manual front axle lock), Cooling upgrade w/duel 180° t-stats and d-max fan

  8. #68
    Join Date
    Feb 2007
    Posts
    2,944

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    Sounds like a connection problem on the speed sensor, check for that, and if you buy a new one, rockauto sells one with a new plug wired and heat shrink included, kind of tells a story that the connector fails. The volt meter failure could be the plug connection, the whole instrument panel is a plug, I had my suburban one out, don't remember why, takes a bit of time. I think the sensors are listed in electrical, not under the other titles, like electric switch, or transfer case, a bit confusing, but there are a large number of brands in the list.
    Last edited by grancito; 12-28-2020 at 09:10 AM.
    Grant H.
    1995 6.5 turbo GMC K2500 extra cab 4x4 pickup, PMD under bumper, mechanical wastegate, 228,000 miles, rebuilt engine, 4.10 diff, 16 mpg
    1994 6.5 turbo GMC K2500 4x4 suburban #9 resistor, PMD in the bumper, mechanical waste gate, 226,000 miles, new engine, 0 miles. 3.73 diff, 16 mpg
    1982 4x4 shortbed 6.2 Chev 260,000 miles untouched motor 17 MPG 4.27 diff. Best thing I ever owned, since 1992.

  9. #69
    Join Date
    Mar 2009
    Location
    Folsom, CA
    Posts
    207

    Default

    10-4 on the speed sensor. I’m taking the truck to a trans shop to get it the once over anyway but I’ll keep that in mind.

    Are you saying that the instrument cluster is likely the culprit on the volt meter? I tried chasing it down years ago and took the cluster our and cleaned contacts an such, but didn’t have any luck. Does it receive its signal from the alternator? If so is there a way to test it without the cluster?
    Mike
    1994 K2500 Suburban 320,000 mi., F VIN, 4L80E, 3.73 w/posi., 3" turbo back, no cat, FSD Heat Sync, #9 resistor, SSD heads, SSD intake, fuel miser injectors, Bastard IP (5068), 4x4 posi (manual front axle lock), Cooling upgrade w/duel 180° t-stats and d-max fan

  10. #70
    Join Date
    Feb 2007
    Posts
    2,944

    Default

    The gauge may have failed, the signal comes from the ignition switch circuit, so I am guessing that the gauge failed, because a break from there to instrument cluster is unlikely.
    Grant H.
    1995 6.5 turbo GMC K2500 extra cab 4x4 pickup, PMD under bumper, mechanical wastegate, 228,000 miles, rebuilt engine, 4.10 diff, 16 mpg
    1994 6.5 turbo GMC K2500 4x4 suburban #9 resistor, PMD in the bumper, mechanical waste gate, 226,000 miles, new engine, 0 miles. 3.73 diff, 16 mpg
    1982 4x4 shortbed 6.2 Chev 260,000 miles untouched motor 17 MPG 4.27 diff. Best thing I ever owned, since 1992.

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