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Hmmmm.......with that much solid copper between head and block, seems like that side would run cooler than the side with composite gasket..............

Why? How is yours blowing 12psi when factory limitation is 8psi?

DTC35 can be caused by bubbles in the fuel, as from a leak, also from aerated fuel, which is why your oem factory Diesel fuel cap is vented at ~2"HG vacuum - maintaining a slight vacuum in the fuel tank allows those teeny aeration bubbles in the fuel to break thru Barometric surface tension...

PCM limits full Boost to 7-8psi, only spiking higher as the turbo spools up...............

Ok, thanks, lookin' good - I'll copy and addend that as-is

Don't forget: key off is just IGNITON off, meaning engine won't run - PCM still has several keep-alive circuits connected to fused battery supply, so it's watching even when you think it's asleep - the procedure initializes TDCO LEARN, and precludes some accidental combination resulting in...

Thanks - to be clear, is sequence 3 'release pedal for 30 seconds' or 'release pedal after 30 secs'?

They checked the mains journal centerline for off-set?

BTT - anybody down and pat on the koko fingersy\footsie thingy? Need to post it up for reference - iirc, it's key on-key off several times while mashing the loud pedal for umpteen seconds or so

Will do , louis Welp, Leo, guess I'm gonna have ta bite the ole bullit, crack out the laptop and fire up the GMC and GMTDScan Tech - come to think of it, mine is one of the original versions, v1.0.1.0, several years old, so prolly best if you guys post up your versions, so we can all start on...

No prob, and good question(s) - they will need clarification for all users of GMTDScan Tech - BASE timing is my descriptor for the mechanical IP position wrt crank TDC, but you won't see that in any scantool - we don't actually know (pun intended!) what that "actual" IP timing number...

That's usually the first sign that the FSD has begun failing - however, that 5v Ref error sorta indicates a wiring\connector problem when combined with the fuel, Boost, and APP errors, as the APP (and other sensors) uses the 5v Ref for signal source - check your wiring, connectors and grounds...

The sticky version is in final revision(s):olcoot: - read it and weep - if any further questions or clarifications, state them here and I'll respond here :soapbox and append any pertinent significance in that thread for posteriority's sake...............

That could happen if there happens to be a chunk of some foreign material in the fuel stuck in the injector Otherwise, as the pumping plunger roller rides down the camring ramp from outermost plunger position to innermost plunger position, PCM closes the Fuel Solenoid valve, allowing fuel...

Untrue again, Buddy, and equally confusing to those with inquiring minds - the injectors set injection pressure in it's entirety, no if's, and's, or but's about it - the system will have 1850psi press if the injector springs are calibrated to 1850psi - the system will have 2275psi press if...

You don't - you wire an led to indicate the LP has power - only a pressure switch or guage will tell you if it's really working, or not

If you pull the oil-filler tube, the center area of the IP timing gear can be seen - you can rock the crank back'ards and for'ards and get a sense of any timing chainset wear by observing resultant movement there - you can barely see the timing chain if you remove the waterpump and it's backing...

OBD1 TDCO self-LEARN will do the calcs at idle, not at increased rpm, in that respect like the OBD2 KOKO procedure - your observed variations may be due to your setup, which is why I suggested using the oem chip for learning and comparison - I would normally expect some slight variation due to...

I haven't yet had opportunity to use AE with OBD2 6.5, but, iirc, the professional domestic package for DCJ\Fomoco\GM is bi-directional, allowing engine (and possibly transmission) testing commands - even with a bi-di scantool, KOKO is useful, as it calculates TDCO from actual IP position at...

If you have not, try clearing the codes, see which reappear - other than that, the codes are not inter-related, so may be in wiring\connectors - the trans harness connects to the main PCM harness back on the firewall behind the fuel manager cannister, as does the engine harness - check for...