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The LLA cam is adjusted on bench. Specs for a 4911 is 6* at 3200rpms. I normally set them as far back as possible to help gain a little timing advance, Just leave a little wiggle room.

Swap the entire top cover over. If its a 24v cover it will have an extra connector for the HPCA solenoid. Its easy to tell the difference. 12v has spadeelectrical connectors. 24v has round electrical connectors

The 24v and 12v use a different top cover. So your best bet is to get a 12v cover and solenoids and swap it on. Its easy to change, just make sure you get the shut off solenoid linkage in front of the tab on the governor linkage, other wise it will run away. A easy way to tell if you have it on...

Oh, the original owners of this area are buried next to us in a very old cemetery. More of the graves are from the 1800s

Last week we closed on a nice piece of property about 20 min north from where we are now. It's a nice 3.5 acres that we plan to build a small A frame on with a big garage for me and all my stuff. Im finally going good get the shop I've always wanted! Right now the plan is a 60x40 and I might add...

It wont push though the brakes. I've have several sticking TCC over the years come into the shop. It will bog down the engine coming to a stop then stall. That causes the TCC to unlock and it will restart and drive with no issues until it goes into lock up again. A sticking EGR could be the...

I believe most scanners will give you an option to disable the TCC

Scanner will only tell you if it commanded lock up or not. if its sticking then you wont catch it unless you watch your TCC slip speed. start it up and watch the slip speed in drive with you foot on the brake. Then make sure its doing the same thing when you stop. If the slip rpms are really low...

I remove the turbo vane position sensor, then push on it and watch it on a scanner to make sure its working, If that's good its either a unison ring, or the actuator solenoid causing the problem. Also you need a scanner to relearn the vane position if the turbo is replaced. A stuck open EGR...

If it works from the door switch and not from the FOB its more that likely an issue with the keyless entry module under the dash.

There was a updated TCM calibration for that code. But if you had the TCM replaced then the latest calibration should have be flashed into it. You need to check line pressure and confrim its in spec. Other possible causes for that trouble code are the control solenoid assembly, lower control...

Then you need to check the injectors for returning too much fuel, if that's in spec then its probably a failed injection pump. Your 100% certain you got all the air out of the fuel system? Return rate for injectors are no more than 3ml per 15 seconds of cranking, If you do the whole bank at one...

Do you have a scanner? You need to watch desired and actual rail pressure numbers to determine if you making enough rail pressure to run.

Same goes for mounting bolts, EVERTHING internal on an engine or transmission should be torqued properly.

Over torqueing valve body bolts can warp it and cause all sorts of problems. A good transmission builder will always straight edge a valve body to confirm its not warped. Same goes for the front pump. But normally those get machined true on an lathe if the builder is any good. I sounds like you...

Since you don't have a break out box, I would remove the red wire for PS E from the transmission connector then plug it back in. Then watch the scanner, its should be off because the wire isn't connected. Then ground it and see if it goes closed. That will test all the wring from the...

Did you clear the code before the test. It might lock out if there is a code set. If they are still staying on in drive, then I would also test the pressure switch wiring for a short to ground. When they have pressure applied to them they close to ground. So if the wire is shorted to ground the...

Here are the test procedures for p0872 1. Check the Transmission Fluid Pressure (TFP) switch inputs in Transmission Control Module (TCM) data. 2. Key OFF for 30 seconds or more. 3. Key ON, watch TFP switch inputs in scan data. 4. C, D, E should all read OFF. 5. Start engine, switches C, D...

You need to back probe terminals 5 and 8 with the connector plugged in. Then with the key on and the truck in reverse. Check for ground on both.

In reverse pin 5 an 8 of the NSBU switch should be grounded.