20 Most Recent 2010 Chevrolet Silverado 2500HD - Page 5 Questions & Answers

under hood drivers side.

I take it that your engine is a diesel (glo-plugs) in which case the pumping of the accelerator is just good exercise for your leg but does nothing for the engine as it does not have an accelerator pump. faulty glo plugs will only make for hard starting on cold mornings so that will be out also. So the next ting that will give some idea as to the problem will be to have the fault codes read and that will show up the area and sensors that are causing your faults.

Top off ATF and re-test

there is no adjustment for hydraulic tappets as they are self adjusting from the oil pressure.

check then pedal free play . That is the distance the pedal travels before the brake rod hits the piston in the master cylinder. If there is no play then there is a blockage in the compensating ports that is allowing a build up of pressure in the lines.

Go to www.autozone.com and make a free account, logon to that acount, put in year, make and model and check the free repair guides in the electrical section.

it seems that your axle shafts and such were just changed and the surfaces were never looked at that ate up those seals in the first place.. the brakes are adjusted too tight and this is also causing heat to buld up in the wheels..this can also burn out the seals and cause failure..gotta take it all apart again and check the bearing seal surfaces for any burrs or reasons for these seals to get cut up.. also when reinstalling these put some gear oil on the seal surfaces so they arent dry-ran on the shafts..this will destroy them also.. clean off the oil on the brake surfaces wit carb cleaner so it will evaporate quickly then reassemble..wheels shouild spin freely with little drag on them while turning by hand..

transmission synchronizers most common cause of transmisson noise in certain gears, and not others, might want to check the gear oil level. Transmission rebuild required. To read about them and what they actually do, then here is a good read: When you shift gears in your standard shift car, you move a rod that moves a fork that engages the gear. Depending which gear you're shifting to, a different fork does the job. The fork moves the collar to the desired gear, and dog teeth on the collar mesh up with holes on the gear in order to engage it. You engage reverse gear through a separate, small idler gear. The reverse gear always turns in the opposite direction of the other (forward) gears. In years past, double-clutching was common in order to disengage a gear, allow the collar and next gear to reach the same speed, and then to engage the new gear. To double-clutch shift, you pushed the clutch pedal to free the engine from the transmission. Then the collar moved into neutral. You released the clutch and revved the engine to get it to the right rpm value for the next gear so the collar and the next gear spun at the same rate to allow the dog teeth to engage the gear. When the engine hit the right speed, you depressed the clutch again in order to lock the collar into place on the next gear. Modern cars use synchronizers in order to avoid the need for double-clutching. A synchronizer, or "synchro," lets the collar and gear synchronize their speeds while they're already in contact but before the dog teeth engage. Each manufacturer's synchro is slightly different than the others, but the basic idea is the same. For instance, a cone on one gear will fit into a cone-shaped depression on the collar. The gear and collar synchronize their speeds thanks to the friction between the cone and collar. Then the outer part of the collar moves out of the way so that the gear can be engaged by the dog teeth.