Had a brain fart last night, later on, decided to Google my issue. And of course there were videos posted of fixing non responsive button controls It was part of the screen calibration process, after getting the touch screen set, press one of the buttons, and it would ask you to select the function you wanted. Like the steering wheel controls, you had the option for both long and short presses, which was cool. So got that fixed this morning before heading to work.I ended up resetting the button panel (physical buttons) on the radio face.
No big deal right? Can still get to everything from the touch screen, so get to the screen to relearn the buttons. Display says to press one of the buttons (same as for steering wheel programming), and then you press the desired function. But the problem is, the radio isn't recognizing when I touch those buttons, so I CAN'T program them!
Yep. The clatter and a mushy 1-2 shift are two things I count on every cold morning.Pried the keys out my youngest son's hand and drove his truck to fill it up. Topped off the tire pressures and checked the fluids. He'll be handed windshield washer fluid before he leaves.
I did notice the 4.2L engine clatters when cold by clatters it sounds like my old camaro with solid lifters and forged pistons on a winter morning. Is this typical? Haven't search yet but will.
Well, the results are inconclusive. Temps were considerably cooler today, than all year (when it comes to monitoring tranny temps) After an overnight cold start, temp got up to 180. This afternoon's return trip had a warm start temp of 114, and it got up to 190.Swapped the lines on the aux tranny cooler, as a little experiment. The temps behave like the aux cooler is in permanent thermal bypass mode, driving about 35-45 minutes gets the tranny temp up to matching the engine coolant temp, and it stays there.
What I'm hoping/gambling on, is maybe some clutch material made its way through the line, and since the ports on my cooler are facing upwards, got lodged in the bypass valve with no way out. I dumped the fluid out when I was changing the configuration around months back, but never actually flushed it. So if there IS something on the inbound side, hopefully reversing the hoses will flush it back to the pan, the filter will catch it, and my temps will stay lower like I was accustomed to seeing. Will be out and about today, so that will confirm if it worked or not.
The shocks aren't adjustable AFAIK. They're valved better for lifted trucks and bigger tires (unsprung weight). The 4600 were worn as they had not much compression resistance but I always found them bouncy even when they were new on the EXT. These 5100 are FIRM and a great shock. Now I'm not bottoming out the rear. Next year I want to install the front 5100 adjustable struts for either a mild lift or levelling. I kept the EXT springs so might be able to left the rear a bit.Mooseman thought the 4600 vs the 5100 was the 5100 could be adjusted for lifted truck so were your 4600 worn out?