• Welcome to The Truck Stop! We see you haven't REGISTERED yet.

    Your truck knowledge is missing!
    • Registration is FREE , all we need is your birthday and email. (We don't share ANY data with ANYONE)
    • We have tons of knowledge here for your diesel truck!
    • Post your own topics and reply to existing threads to help others out!
    • NO ADS! The site is fully functional and ad free!
    CLICK HERE TO REGISTER!

    Problems registering? Click here to contact us!

    Already registered, but need a PASSWORD RESET? CLICK HERE TO RESET YOUR PASSWORD!

Open discussion on the factory VAC boost control

Status
Not open for further replies.
I think the vac system worked better as well. My truck would hold 10-11lbs of boost under heavy throttle towing.
I bought the turbo master thinking I would gain something but never gained anything. I removed it after a bit and went back to the vac system.
I now run the ATT
 
My response really doesn't follow Great White's premise of open dialogue, so I apologize up front. My vac system was 100% operational when I removed it, but I liked fewer parts to maintain, fewer hoses under hood, and the performance of the (admitedly) archaic spring system were/are greatly improved over stock. I'm one of the towing folks and my properly functioning vac system could not touch my TM. Ran it without a chip for nearly a year- the TM was much better for my application.
 
First vacuum pump (diaphram) went bad. Northeast rust made getting the pulley off impossible, so just swapped diaphram piece (worked, but a mistake in the long run!)

Then waste gate solenoid went. Then hoses were cracked and leaking. Then the pump piece puked, locked up and ate the almost new serpentine belt

On trip, broken (and broke) I wired shut the waste gate and removed the vac pump. Then installed a homemade turbomaster ($5) Best $5 I ever spent

I think the same GM flunky who designed the PMD also had his hands into the vacuum system!! :rant:
 
TMHark said:
First vacuum pump (diaphram) went bad. Northeast rust made getting the pulley off impossible, so just swapped diaphram piece (worked, but a mistake in the long run!)

Then waste gate solenoid went. Then hoses were cracked and leaking. Then the pump piece puked, locked up and ate the almost new serpentine belt

On trip, broken (and broke) I wired shut the waste gate and removed the vac pump. Then installed a homemade turbomaster ($5) Best $5 I ever spent

I think the same GM flunky who designed the PMD also had his hands into the vacuum system!! :rant:
Click to expand...

How many miles when this failed were on it?
 
Crankme69 said:
How many of you have tried a chip / PCM that had a program that utilized the Vac "TUNED" wastegate control vs the TM?
Click to expand...

I ran that way for a while when the 1st reflashed PCMs started showing up, I was not impressed, but possibly early in the game before the tunes were "refined' I also ran with a fooler for a long time, for me the vac system even with the fooler did not meet my expectations.
 
Crankme69 said:
How many miles when this failed were on it?
Click to expand...

My truck 2 year old @ 37K when I bought it:

1st WG solenoid failed @ 40K, a MAP sensor @ 60K, a vac pump @ 110K 2nd WG solenoid, somewhere in there a baro sensor, vac canister on turbo vac actuator got a hole in it and would not allow full vac to stay on the system 2 psi max boost with my fooler @ 130K-140K ??? not sure that one but it's demise drove me to permanent install the TM I had been keeping "just in case".

The vac pump went before the WG diaphragm (bought a replacement pump) all vac system components that left me stranded but I carried spares or would plug in my TM as backup WG diaphragm was "last straw".

I ran vac system until it was no longer viable to keep it up, then with a TM until going to ATT, the permanent solution :thumbsup:.

IMO vac system had good intentions but a weak link as GM was using available tech at time of design to make an more emissions friendly electronic controlled vehicle.

For it's time it was an okay design, I don't think GM ever envisioned that the 6.5s would still be "truckin" all these years later or possibly they would have made the components more "robust".

The problem we face with our "mature" vehicles is parts are worn and aftermarket replacements are "outsource" manufacture even if in a GM box bought at the GM store; so we get a mix of good and bad parts that possibly not built to same standards when GM had some warranty skin in the game and reliable repair parts they sold was a must.

How much pain is GM feeling over an "obsolete system" in their mind not enough to worry where replacement parts come from or how long they keep the vehicle fixed, add to that folks who want least cost pricing on parts and "discounted parts" and you get discounted repairs that last how long ?

GM IMO really would rather the "OLD 6.5s" would just go away as they hurt new vehicle sales, why do you think "cash for clunkers" got so much support.

So one can "band aid" their aging vac systems, and keep them viable, and even make tunes for them and get a good result.

My burb had 130K on it when I bought it and repeat pattern as soon as the WG solenoid started acting up @ 140K it got a TM and vac pump came off. I have no idea what had happen maint. wise when owned by others, I think I was 3 or 4th owners, I finally went ATT & reflash when funds became available.
 
Why didn't GM use an electric solenoid? Wouldn't that be possible? Seems a better idea to me for a few reasons... less weight, fewer components, no need to add a power robbing, belt driven accessory, quicker to react, possibilities for reprogramming, etc.
 
We're looking at it guys, but I get the same 404 'no permission' as you. Not much I can tell you right now.
My apologies.
 
Status
Not open for further replies.
Back
Top