KLZ 560 AM DENVER'S CONSERVATIVE HOME STATION
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Join us for another informative session of Drive Radio, where we tackle your pressing automotive questions and bring expert insights directly to our listeners. Whether you’re curious about resolving vibrations after towing with your pickup or debating the best choice for replacing shocks and struts, our team is ready to provide clear, actionable guidance. Hear firsthand accounts from fellow drivers and learn practical tips that could save you time and money on the road.
SPEAKER 05 :
It’s a mighty fancy automobile. Oh, she’s a real road king, all right. Zero to 60 in 7.5. She’ll do a quarter of a mile, 13.40. 390 horsepower, 500 foot-pounds of torque. Whatever that is. Performance and image, that’s what it’s all about.
SPEAKER 17 :
There’s no such thing as a stupid question. This is Drive Radio. All of your automotive questions are just one phone call away. 303-477-5600. Drive Radio is made possible by the member shops of Colorado Select Auto Care Centers. To find one near you, go to drive-radio.com. Now, Drive Radio on KLZ 560.
SPEAKER 04 :
All right, we are. Drive Radio, one hour left. Appreciate you all joining us. KLZ 560. Myself, Ken Rackley, Tunetech Automotive over here in Aurora. Pat Schneidt out of Alltech Automotive up in Fort Collins. Two locations up there to serve you. And if you need any help along any lines, including non-automotive help, which we’ve got a lot of sponsors that do all sorts of things. NAPA, BG, on down the line we go. We’ve got attorneys that… help us out and so on. So whatever you need, just go to drive hyphen radio.com. You can find everybody there, including these guys here that have shops. And I highly recommend that you do that. And the last thing that I recommend you do is tell them you listen to them here as well. That helps all of us out, including yourself, by the way, at the end of the day. So Michael and Cheyenne, go ahead.
SPEAKER 11 :
Good afternoon. I made a mistake. I just got back from a trip. pulling my trailer with my 2019 Chevrolet three-quarter ton four-wheel drive pickup diesel. And I got a little stuck on a dirt road, and I put it in four-wheel drive to get out, and it was no big problem. I just pulled myself right out. But I blew it and did not put it back into two-wheel drive, and I went down the road about 25 miles and started feeling the vibration. Then I realized… what I had done, so I’d shut the four-wheel drive off, and it did fine after that. Is there anything that I might have messed up or I need to check out?
SPEAKER 16 :
Probably not. I wouldn’t think so. I don’t think so either. The vibration, that’s weird. I don’t know why you would have felt that.
SPEAKER 04 :
Hard surface, maybe just the differential between all the tires that are down and not being able to slip and so on. Potentially, if it’s locked in, you could get some that way. Michael is probably where that’s coming from.
SPEAKER 11 :
But you don’t think I messed anything up? I don’t think so.
SPEAKER 16 :
How many miles are on it?
SPEAKER 11 :
There’s about 31,000. Okay, yeah.
SPEAKER 06 :
I wouldn’t think so. And you were in four-wheel high?
SPEAKER 11 :
Yes.
SPEAKER 06 :
Four-wheel high, I think you should be able to run. If you’ve got slippy roads at all, you can run 65 miles an hour, right? Yeah.
SPEAKER 11 :
Well, it wasn’t – there was no slippery roads. It was all – Yeah, just dry pavement.
SPEAKER 04 :
And, again, that’s probably where the – well, not probably. That’s where the vibration is going. You’re going to feel the tires skipping. Yeah.
SPEAKER 16 :
Yeah, you shouldn’t have messed anything up there. Yeah, I wouldn’t see any issues with that.
SPEAKER 11 :
Okay, you make me feel a lot better.
SPEAKER 04 :
Yeah, I did the same.
SPEAKER 11 :
Thank you, gentlemen.
SPEAKER 04 :
Oh, you’re very welcome. And, by the way, great question. So, Michael, thank you for that. And, yeah, we want to not be in four-wheel lock on dry pavement. That’s for sure kind of a known that’s been there forever. Right. And I’m surprised because a lot of those, I don’t know, 2019, that one probably still had auto. Must have taken it out of auto in 2019. locked it in because you could have done auto and done the same thing and then in auto there’s some some differential between the front and the rear when you’re in a four-wheel drive that helps you a little bit on that so anyways uh mike and highlands ranch go ahead great question by mike and cheyenne good answer thank you sir i have one on my 2020 four runner limited
SPEAKER 08 :
Time to put struts and shocks on it, in my opinion. I’d like to just go with the factory originals. I don’t want anything. I really like the way it rode and has ridden. And I went to my local guy’s, used to be a Napa store. He was on your show for years with you. And most of them, they said, we don’t want to do it. Take it to the dealer. Interesting. And so is there – you guys do it?
SPEAKER 04 :
Yeah, I don’t know why they’d want that to go back to the dealer. I mean, Geno’s would do that for you and even get you the factory parts if you want to go that direction. Mike, just tell John or Steve what you want to do, and they’ll handle it that way.
SPEAKER 08 :
Yeah, you know, it’s a gas hydraulic.
SPEAKER 04 :
Yeah, they wouldn’t have no problem doing that at all.
SPEAKER 08 :
I didn’t, that’s why I was curious. They said, eh, we’d rather not mess with it. I said, okay.
SPEAKER 04 :
And Steve, Geno’s has as good of alignment equipment, if not better, than probably the dealer has, truthfully.
SPEAKER 08 :
I agree. I agree. Okay, well, that’s good. Geno, I’ll give you a call.
SPEAKER 06 :
Well, quick question, Mike. Is there any computer control or adjustment on that, or it’s just, it’s mechanical? You said gas hydraulic mechanical.
SPEAKER 08 :
Is there any computer control? No.
SPEAKER 06 :
You can’t change the ride, in other words. It’s not an adjustable on-the-fly suspension because those do get a little complex at times. Basically, we’re looking at bolt-on parts here and then alignment after that.
SPEAKER 08 :
That’s right. The difference is on the Limited, they went with a gas hydraulic. The rest of the Toyotas had a coilover.
SPEAKER 04 :
Big deal. All right.
SPEAKER 08 :
And this one, you know, I don’t know, you know, who knows why they did that, but I really like the way it rides.
SPEAKER 04 :
No, and I wouldn’t tell you to do anything different. If you like the way it is now and you’re five years old now and you want to make a change, go for it.
SPEAKER 08 :
Yeah. Yeah, well, I’m getting old. If I want to ride in stiff, I’ll take one of my cars out.
SPEAKER 04 :
Exactly. I don’t blame you, Mike. Exactly.
SPEAKER 1 :
Right.
SPEAKER 08 :
All right, fellas.
SPEAKER 04 :
All right, man. Appreciate you. And you know how to get a hold of Geno’s. And, again, if you don’t, go to our website, drive-radio.com. You can find him there, but it’s easy. And Geno’s is genosautoservice.com. And as I always say, remember, Geno’s is with a J, not a G. So Geno’s with a J. Gary, you’re next.
SPEAKER 12 :
Good morning, fellas.
SPEAKER 04 :
Hey, Gary.
SPEAKER 12 :
Good afternoon, I should say.
SPEAKER 04 :
Yep.
SPEAKER 12 :
Get up. 2015, trying to help a buddy out. He’s got a 2015 Ford Transit Connect with the EcoBoost Turbo. And he had the transmission rebuilt in it. It seems to shift fine and everything seems working well there, but it has no codes. I’ve got a nice snap-on scanner and I check it. It has no codes in the system at all, but if you’re on any kind of incline, for example, the driveway… and you put it in reverse, there’s no throttle response. You push the throttle, the car will not move. And it’ll do the same in drive. It just has no throttle response if it has any kind of steep incline.
SPEAKER 16 :
With your foot on the brake?
SPEAKER 12 :
If you try to, you know, I even tried to, like, power brake it to see if it won’t do anything. There’s absolutely no throttle response.
SPEAKER 16 :
Huh. Okay. Well, actually, that’s a normal response with your foot on the brake because it puts it in neutral. Yeah. Yeah. With your foot on the brake, that would be a normal response. But, yeah, but when you put it in gear, it just doesn’t move, huh?
SPEAKER 12 :
If it’s on an incline, it’s fine. If it’s on a flat surface, it just has no power. Absolutely no power either reverse or forward if you’re on a steeper driveway.
SPEAKER 04 :
Okay, so make sure I’m following. So you’re pulled up into the driveway, so nose is pointing uphill. Put it in reverse. It doesn’t want to do anything. No throttle response. Of course, you can get it to back down because you’re on the incline, right?
SPEAKER 12 :
Oh, no. If the nose is up the incline and you put it in reverse and hit the throttle, once it starts rolling, it’ll go right in. Okay.
SPEAKER 04 :
So if you’re backed in, though, and you’re headed, you know, backwards uphill, and you put it in reverse, there’s no throttle response.
SPEAKER 12 :
Correct.
SPEAKER 04 :
Now, let me ask you this. If you’re going uphill, you know, you’re pulled uphill, and you go to drive, and you’re trying to go uphill again, does it have throttle response?
SPEAKER 12 :
Not really, no. I mean, it’s a tiny bit better, but really no. Interesting. Yeah, that is weird. That’s weird. It’s almost like when you drive the vehicle, you know, what… He got the transmission installed in it, and like I said, it shifts fine, everything’s fine. It does have a weird vibration in drive, so I looked it over, and the mounts were, all the mounts were trash, so I put all new mounts in it for him. And just to try to get rid of that vibration, but it’s still in drive. It has kind of a weird vibration to it. Hmm. But it’s not a misfire. Right. Hmm. But I’m like, it’s almost like a turbo lag or something.
SPEAKER 16 :
Huh. So if you stopped on a hill and went to accelerate… That was my next question. Yeah, if you stopped on a hill, like at a light or something, and went to accelerate, you couldn’t really accelerate properly?
SPEAKER 12 :
No. No. No. It’d have to be a fairly good incline. I mean, if it was… You know, that’d be a fairly good hill, like the one off of Ward Road or something, you know, that big hill like that. It would not move. But if it’s just normal driving, it’ll go.
SPEAKER 04 :
That’s weird.
SPEAKER 12 :
Once it gets going about two miles an hour, if that turbo kicks in and that thing, it is great power.
SPEAKER 04 :
Does it have, just asking, does it have any, you know, ABS, hill start, assist, anything along those lines, Gary?
SPEAKER 12 :
I don’t think so. That’s a great, great thought.
SPEAKER 04 :
I would double-check, because a lot of them do, and let’s make sure that that’s functioning correctly.
SPEAKER 16 :
Right, exactly. And is this the – what size van is it? Is it the small one?
SPEAKER 12 :
It’s a little – Yeah, the small one. Yeah, okay.
SPEAKER 16 :
Yeah. Okay. And does it rev up? Like when you go to accelerate or it just doesn’t… There’s no throttle response. No throttle.
SPEAKER 04 :
Okay.
SPEAKER 16 :
No throttle response at all. Peculiar. So no RPMs, no engine. Right. It’s not… Yeah. Huh. Interesting. I would almost… I think since that’s got that weird deal with the foot on the brake thing, check the brake switch maybe. I mean, without getting a scanner on it, I mean, that’s really the only thing you could do to make sure the brake is releasing. So when you put the brake down, it’s sensing that the brake lights are on and all that stuff. When you let your foot off the brake, make sure the brake lights go out and all that stuff.
SPEAKER 12 :
Yeah, I can check that for sure. I have a really nice scanner. I bought one of the best Snap-on scanners there are, but I’m not fully trained in it yet. I’m still trying to figure out how to operate the thing.
SPEAKER 16 :
Yeah, look at your throttle angle, basically, or calculated load.
SPEAKER 04 :
And you may have to read, given everything that’s happened on the vehicle, that may need to be a relearn. Right, exactly.
SPEAKER 16 :
Almost a programming. Yeah, exactly. Oh, okay. There’s some different… Like parameters? Yeah, special procedures or things like that that you can go in and relearn certain aspects. Right.
SPEAKER 12 :
I know where that’s at on the scanner. That’s a great idea.
SPEAKER 04 :
Yeah, I think I would make sure all of your bases are handled, you’ve relearned, make sure you don’t have any hill descent issues going on. All of that, Gary, is all dialed in before you go any further. Yeah.
SPEAKER 12 :
Awesome. Well, I appreciate it, fellas.
SPEAKER 04 :
You’re welcome.
SPEAKER 12 :
It’s kind of driving me a little nuts, but I don’t want to start throwing parts at it.
SPEAKER 15 :
I agree.
SPEAKER 16 :
It’s definitely not the place to start. That’s for sure, yeah.
SPEAKER 12 :
All right, gentlemen.
SPEAKER 04 :
All right, Gary, appreciate you. You’re very welcome. Brian, hang tight. Couple lines open, 303-477-5600. We’ll be right back. Drive Radio, KLZ 560.
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SPEAKER 04 :
And we are back, Drive Radio, KLZ 560, Brian and Longmont. Go ahead.
SPEAKER 10 :
John, Ken, and Pat, the story about the lady who didn’t understand the goal and prompted me to call back.
SPEAKER 03 :
Oh, go ahead.
SPEAKER 10 :
I grew up in a little town on a farm until I was 11, and then we moved into a big town of 4,000 people.
SPEAKER 04 :
Oh, there we go.
SPEAKER 10 :
A big town, yeah. In Iowa. But anyway, Omaha was the big city, and it was, back then it was about 300,000, 350, something like that. They’d have an auto show, and 57, there was a gullwing there. And it was all kind of relaxed, and the owner was up towards the front of the car talking with some other spectators. And the driver’s gullwing was open. And I hopped in. And he turned around and saw me and he said, get out of that car. It was fun. Then there was, in 68, I drove out to California. And Bill Harrah, I was never… much more than a slot machine player for a while, and I don’t do that now, but there was Harrah’s Casino in Reno and also one in Lake Tahoe, and he was known to be a great car collector. It was alleged that he didn’t even know how many cars he had. It was somewhere between 1,200 and 1,400 cars. Wow. And he had like Mercer Racerbouts and several Duesenbergs and Baker Electrics, a bunch of foreign cars. And he just had an amazing collection of them. It was just a big warehouse. And I don’t know if I read it or I think I may have been talking to one of his buyers. And however I found out, Back in that time, 66, 67, 68, he apparently wanted to catalog the American car. And so at the end of every model year, he would have one of his buyers go out and buy either a new or a demo car. of a Ford, forget what we call them now, the full-size Ford that was… The LTD or the Crown Vic? Got it, thank you. My 81-year-old memory doesn’t always work.
SPEAKER 15 :
That’s all right.
SPEAKER 10 :
So anyway, yeah, he just had this lineup of Crown Vics.
SPEAKER 15 :
Okay.
SPEAKER 10 :
One a year.
SPEAKER 04 :
Okay.
SPEAKER 10 :
And he had a collection of Bugattis that was not matched anywhere in the world. He had Ferraris, of course, but he had American cars down for sure.
SPEAKER 04 :
Amazing.
SPEAKER 10 :
He had some beautiful Duesenbergs and Cadillacs and Imperials, Chrysler New Yorkers from the 30s.
SPEAKER 08 :
Wow.
SPEAKER 10 :
And then when I was… high school kid which same time period my after school job was in meat market of a little grocery store and the second there was only two butchers and me and the second butcher was he was just a few years out of high school he was in his early 20s at the most and he had a 33-5 window with a, it may have been only a 265. It may have been a 283. And he had, he wanted to race it. So that’s what he pulled the radiator off, just hooked up a rubber hose. Yeah. And we, I went with him once, maybe more, where there was an outlaw drag strip over east of us near Des Moines. And you just go there and run whatever was there. Run what you brung.
SPEAKER 04 :
Run what you brung, yeah. Love that. Yeah. Very cool.
SPEAKER 10 :
It was a great old time.
SPEAKER 04 :
Good stories.
SPEAKER 10 :
Yeah, so there you go.
SPEAKER 04 :
Well, thank you. Thank you, Brian.
SPEAKER 10 :
You betcha.
SPEAKER 04 :
As always, great stories. Good to hear from you, Brian. Thank you very much. And going down memory lane, I appreciate that very much. Jerry and Aurora, go ahead.
SPEAKER 09 :
What year did Chevy Silverado and their pickups in a 5.3 engine go to direct injection?
SPEAKER 16 :
15, I think. Was it? 15 or 16, yeah.
SPEAKER 04 :
You know better than I. I’d have to look that one up.
SPEAKER 16 :
Yeah. Could have been 17, but I’m pretty sure it was 15 or 16. The new body style was 15, yeah. I thought that’s when it did, but we’ll pull it up here.
SPEAKER 09 :
Okay. Well, I’ve been looking for a little new, you know, used Silverado, and then I see some of them say they have around 16 have direct injection on them. Now, are those a problem to where you have to do the fuel treatment stuff on them?
SPEAKER 16 :
You should be, yes. Anything the GDI for sure. Yeah.
SPEAKER 06 :
Yeah. Gasoline direct injection. Not necessarily a problem, but just a necessary maintenance step. Yeah.
SPEAKER 04 :
And I believe Ken is correct on his year. And then…
SPEAKER 09 :
I mean, it’s rated for E85, but then I think you guys have talked about if you’re direct injection, you’ve got to use a premium gas. Is that true, too?
SPEAKER 04 :
It doesn’t hurt to have higher quality fuel as far as octane goes. That comes down to you and your pocket and what you feel the performance is like and so on. Now, the one plus side to the E85 is you don’t have carbon buildup with the E85. It’s alcohol. You just don’t have the same buildup, period.
SPEAKER 09 :
And is the gas mileage as good, though?
SPEAKER 04 :
No, you lose about 30% less. Yeah. Which means the difference in price has to be 30% less. Otherwise, it’s not worth doing. Other than you do get better performance with the E85. And, again, you don’t have the carbon buildup.
SPEAKER 16 :
Yeah. Okay. And you want to, if you’re going to go, if you’re going to transfer from fuel or from gasoline to E85, you want to do it over a time period. You want to get down to say three quarters of a tank, put some E85 in it, get down to half a tank, put some E85 in it. And then it’s learned over that time. And I’m not sure on the newer ones they might learn quicker, but I would use that practice if you’re going to transfer over, if you’re going to switch over to E85.
SPEAKER 06 :
Kind of phase in. In other words, don’t go to empty and put it all in once. Right.
SPEAKER 16 :
If you do that, it’s going to not run very well. It’ll shock the system. Right, exactly.
SPEAKER 09 :
I made that mistake. I had a rental vehicle some years back, and I – It was dual fuel.
SPEAKER 16 :
Okay.
SPEAKER 09 :
And I had regular gas in it, and then I put E85, and, man, the mileage dropped way off on the thing.
SPEAKER 16 :
Oh, sure. Yeah. Yep, exactly. That’ll sure happen.
SPEAKER 09 :
Absolutely. And is there a way to tell if it has direct injection if it’s around a 2015?
SPEAKER 04 :
With all of the shielding and everything they’ve got on the engines today, it’s extremely difficult to see. On some of them, yeah, you can look at the intake end of things and see if the injectors are in the intake or if they’re down in the head itself. But, again, with all the cowling and stuff now, Jerry, that most engines have, without taking something apart, good luck.
SPEAKER 16 :
Unless, yeah, unless you really, if you get a picture of one, you know, of one that doesn’t and one that does and compare them, you can kind of tell. But there’s a lot of plastic on these things.
SPEAKER 06 :
It’s hard to see.
SPEAKER 16 :
It’s really tough to see.
SPEAKER 06 :
Not that the Internet is always correct, of course, but I did an Internet search while we’re sitting here, and it did say that in 2015, the Silverado had three engine options. All three of them had direct injection. Yeah. I think that’s when they converted over there.
SPEAKER 09 :
Yeah.
SPEAKER 06 :
Yeah.
SPEAKER 09 :
If I was looking at it.
SPEAKER 04 :
2015 and 16 but i don’t want direct injection very bad so all right and honestly jerry as far as that goes i’ll say what i say on all used vehicles that comes down to who owned it how well has it been cared for what kind of condition is the vehicle in would i avoid that no if everything else is good like i just said would i still buy the vehicle absolutely
SPEAKER 16 :
Yeah, your benefits are actually a lot more with the GDI than not. Your horsepower is 100-plus horsepower in gains.
SPEAKER 04 :
Fuel control, mileage. Torque, everything. Yeah, I wouldn’t hesitate, Jerry, to buy it. Again, if you’re looking at a 2015 versus a 2013, and the 2013 has been well-maintained and it’s way better than the 2015, vice versa, I’m looking more at who owned the vehicle, how well has it been cared for, and so on. Exactly.
SPEAKER 16 :
what are you going to use it for how long are you going to hold on to it stuff like that yeah how many miles things along those lines okay and if you’re you know if you’re looking at the 14 because it’s not and you’re looking at the 15 because it yes it is because yeah because it is um you know and if you’re gonna end up getting a gdi get the newer the more more newer right yeah exactly
SPEAKER 09 :
Okay.
SPEAKER 04 :
All right. Thank you for your help. I wouldn’t hesitate at all. Thank you, Jerry. Appreciate that. Again, that’s from experience. So, Chris, hang tight. We’ll come right back to you. We’ve got a line open is all. Somebody’s calling in as we speak. 303-477-5600. Drive Radio, KLC 560.
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SPEAKER 04 :
All right, we are back. Drive Radio, KLZ 560. Myself, Pat Schneidt, Alltech Automotive up in Fort Collins. Ken Rackley, Toontech Automotive over here in Aurora. And Chris and Centennial joining us now. What’s going on, Chris?
SPEAKER 10 :
Hey, John and Ken. I want to do a follow-up and a shout-out.
SPEAKER 16 :
Hey, Chris. Hey. Yeah. Yes.
SPEAKER 10 :
Yeah, Ken let me come over to the shop and put it up in the air. And we certainly found out, you know, it was vibrating from the driveshaft and U-joints. and got it back to steve who originally worked on it and they fixed it nice running great now nice well good yep perfect here that’s what i want to hear took it up to the mountains yesterday and no my partner even said god this is running much better now what’d you do yep very nice so yeah no truck is running great ready to take that big trip to uh uh, ski trip up into Montana this February.
SPEAKER 04 :
Very good.
SPEAKER 16 :
That’s good. Yep. Well, that’s, that’s awesome.
SPEAKER 04 :
So you’re going to keep it, I’m assuming.
SPEAKER 16 :
Yep.
SPEAKER 04 :
Okay. For now I am. All right.
SPEAKER 16 :
But I’m still looking. You’re still looking. Right. Exactly. Yeah.
SPEAKER 10 :
Always. Um, and being that I do have an 07, um, I don’t have direct injection engine, but… We can convert that. Because of the cylinder deactivation, I should still… I’ve been doing the EPR every other oil change.
SPEAKER 04 :
You’re not hurting it by doing that at all. Not at all. And on those, again, the… The cylinder deactivation gets a lot of abuse, by the way, online and such, and I still feel like the majority of that comes from folks that don’t change oil as often as they should. The reality with the cylinder deactivation is they’re very, very small ports that are actually oil-controlled as far as the activation, deactivation of the lifters themselves. And the reality, Chris, is that my feeling is the majority of people, not all, but the majority of people that have issues with those We’re folks that were going far too long on oil changes. If you do the proper maintenance, you just don’t have issues.
SPEAKER 10 :
Right. Okay, because I usually go 5,000. You’re fine. I do do it religiously at 5.
SPEAKER 04 :
You’re fine. You should have no issues there whatsoever.
SPEAKER 16 :
Yeah.
SPEAKER 10 :
Okay, great. Well, thanks, Ken, and thanks, Steve.
SPEAKER 04 :
You’re welcome. You bet, man. Appreciate you very much. We were talking during the break, too. We’ve got open lines right now, by the way, so call in. We’ll get you in before the end of the show, 303-477-5600. Talking about diesels and just different things and different years and the emissions side of it and so on and so forth. And there’s a lot of scuttlebutt right now, and I wanted to talk about this so it’s good timing. A lot of scuttlebutt on the Internet right now that President Trump, In regards to the EPA and emissions control devices on vehicles, diesels especially, there’s a lot of rumors floating around, which, by the way, I’ve not been able to verify. So be really careful with this is where I’m going with this. There’s a lot of folks on the Internet right now saying that, yep, Donald Trump’s now president. You can delete your truck.
SPEAKER 1 :
Yeah.
SPEAKER 04 :
No problem. Go delete it. The EPA is not going to come after you. I’m going to say no. I wouldn’t do that. Yeah, I am not in that camp. I have not read anything at all. And I read, as you guys know, during the week, I read a ton of stuff regarding the political state of things and executive orders and things that are going on in that regard and so on. And so all of these guys that are on the Internet talking about that, I have yet to verify anything that they have said to be true. Last I checked, EPA is still in existence, and they are, believe it or not, still going after a lot of the especially manufacturers and shops of delete kits and those that have done that, not individuals per se, but they’ve definitely gone after some of the sellers of, installers of those particular devices where they’re taking things off, they’re putting the delete software in so that you don’t get a check engine light, the vehicle still runs correctly, and so on. And they have gone after some of those. Some folks right here in Colorado, by the way. Some have even faced jail time for some of these things. And so last I checked, you know, that may be lightening up some. But here’s what you have to worry about. Let’s say, for example, that I’m wrong and these guys on the Internet are correct. And Trump has put some sort of a mandate out to the EPA that we’re not going to go after these individuals. You know, that’s all fine and dandy right now. What happens if something in the next election occurs to where that side of the aisle is no longer in control? Right. OK, now what? So you’re still opening yourself up. for potential criminal prosecution, I should say, because it’s a felony. It’s a big deal to take emissions devices off of vehicles. And, again, I have not read and I have not seen anywhere that what these guys on the Internet are even saying is true. So one of those things where just because somebody on the Internet says it’s true, does that make it true? I wouldn’t delete anything right now at this point.
SPEAKER 16 :
Well, and you’re still under local laws for emission testing. And if there’s anything tampered with, it will not pass. You cannot get it registered.
SPEAKER 06 :
All along the front range, I don’t see that changing. That’s right. Exactly.
SPEAKER 16 :
I mean, it’s too big of a deal here in Colorado, especially that that’s not going away in Colorado.
SPEAKER 04 :
And I’m with you, Ken. Point being, as a program and as an individual myself, leader that I feel like I’m a leader in the automotive world, I would not advocate that. I would not tell you to do that. I would very much question these particular individuals that are on different social media sites, you know, TikTok, Facebook, Instagram, and so on, YouTube even. I would really question where they’re, you know, the validity of what they’re saying and where they’re getting their information from, because I’m about as tuned in politically speaking as any of the not bragging, but more tuned in than the majority of these guys that are on the Internet, you know, talking about these sorts of things. That’s just your world. Again, I understand. of you people i read things you know i’ve gone through all the executive orders i talked about this the past couple of weeks even on the daily show i have not seen anything at all that would back up and give these guys validity to what they’re saying so my point is if you’ve been somebody that’s read some of these things or sorry you’ve seen some of these things and you’ve witnessed it yourself and you now think you’re going to go delete your truck and you’re going to be just fine i wouldn’t yeah right That is my advice. I wouldn’t, and I think that these guys are giving out very bad advice at this point in time, and they’re very premature in what they’re saying, and they have no way to back that up at this point in time. So that’s my two cents on that. Robert in Englewood, you’re next. How’s it going, guys? Good, sir. Good morning.
SPEAKER 14 :
Yeah, I appreciate you taking my call. Got a 64 Ford Galaxy 500 that I inherited when my dad passed away. Sweet. Bought it from Dungis Glass there on South Havana when I was a kid. You guys remember that car dealership? Yeah. Anyway, done some cool things on the vehicle, but I’ve done one thing, and then that’s why it led me to call you. Guys talked me into doing a fuel injection. It’s a Holler Sniper II. But that fuel pump is on the outside and not in the gas tank.
SPEAKER 04 :
Yeah, it’ll never run properly until it’s in the tank. That’s number one. So two things. Number one, that’s the first thing. Number two, that’s probably one of the most difficult injection systems aftermarket-wise out there to make run properly. And I’m not exaggerating when I say that.
SPEAKER 14 :
Yeah, trust that.
SPEAKER 04 :
Sorry. Darn it. And on top of that, let me go one step further. Most of them are overdone. In other words, most people buy way more injection than what they need, especially at our altitude. So what’s CFM? What’s the cubic inches in the vehicle right now, and what did you buy? Yeah.
SPEAKER 14 :
It’s a .408 stroker from a .351 Windsor.
SPEAKER 04 :
Okay, so it’s a .408 stroker, and what CFM sniper did you buy?
SPEAKER 14 :
You know what? I don’t know. I’m sorry about that.
SPEAKER 04 :
That would be the next thing to check because typically they’re over-fueled, especially at our altitude. And then what you’re doing with the controls of that injection is always trying to detune it enough to make it run properly because typically they’re over-fueling because most guys put far too much CFM on them. especially for our altitude.
SPEAKER 06 :
So with that car and that motor, are you thinking 650 CFM is maybe it instead of 750?
SPEAKER 04 :
And I bet it’s 850 or more is what probably got ordered. Right, right. Because everybody thinks bigger, faster.
SPEAKER 14 :
Yeah, what would you suggest? You know, it was… It was told to me that, you know, the reliability would be much better, you know, getting away from the four-barrel that I had. You know, went through all this.
SPEAKER 04 :
And by the way, I would argue on that one as well, having some of these cars in my own fleet and still driving my old 68 Buick Grand Sport with a Rochester… you know, quadrajet carburetor on it that, no offense, I can get in and put fuel in it and pump it a few times and it’ll fire right up every single time. No offense, Robert. That whole story of what’s more reliable typically is coming from guys that have no idea how to set up a carburetor.
SPEAKER 14 :
Yeah, yeah.
SPEAKER 04 :
Sorry, just being honest. That is the issue, right?
SPEAKER 14 :
Yeah, that’s the issue. So you don’t really think that, especially with it being on the outside, you know, he got it lower than the fuel tank. It’s on the rail, but it’s a good 15, 20 feet.
SPEAKER 04 :
So it’s a suck, which they don’t do a very good. They’re pusher pumps that are not sucking.
SPEAKER 14 :
Yeah.
SPEAKER 04 :
That’s part of the problem.
SPEAKER 14 :
Yeah, so I kind of probably wasted some money and some time on that.
SPEAKER 06 :
No, no, no, we’re not done yet. This is just an experiment. We’re getting there.
SPEAKER 04 :
Yeah, I mean, not saying to take it all off and throw it away. Again, let’s back up first things first, and you can do some of this via text message with me, Robert, or email. But first things first, what kit is on it? And I think that’ll help us determine what direction to go next. I will say this, if it in fact did get a 850 CFM, you know, sniper kit on it, I think we’re going to have a hard time detuning that to the point where it works properly.
SPEAKER 14 :
Okay, so it should have been lower, the 650?
SPEAKER 04 :
Yeah.
SPEAKER 14 :
Where does it go, like 850, 750, 650?
SPEAKER 04 :
And I’m on their website now. I’m not as familiar with the sniper kits as I am some of the others, so I’ll have to dig into that and see. Well, let’s see. I’m looking right now.
SPEAKER 1 :
650, 650.
SPEAKER 04 :
8.50, and then I believe it jumps way up from there. I think it’s probably at 6.50. I’m going to guess that. If it’s at 6.50, we should be able to tune that to where it would run and work. We should. And let me do this. I’ve got more questions for you, Robert. We’re up against a break. Let me put you on hold. We’ll come back. I’ll get a few more questions answered. Hang tight. We’ll come right back. Drive Radio, KLZ 560.
SPEAKER 23 :
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SPEAKER 04 :
All right, we are back. Drive Radio, KLZ 560. Again, Robert, we’re back. And I apologize. What I should have asked to begin with is why doesn’t it run or what’s it doing at this point?
SPEAKER 14 :
Well, I haven’t gotten it back yet, and I don’t know. It’s in Colorado Springs. It’s Ken’s Automotive in Colorado Springs, but it’s about ready to come back. And he did mention to me about a gas tank, but he didn’t mention anything about it being compatible with a fuel pump. And so I thought he was just trying to upsell me on a gas tank, and the gas tank, you know, I’ve taken it out and cleaned it and put it back in. It’s been fine, but he didn’t communicate with me.
SPEAKER 04 :
Okay.
SPEAKER 14 :
That it was a part A and B, and so… Therefore, the fuel pump is on the outside about 15 feet away from the tank.
SPEAKER 04 :
Okay. Well, I mean, again, I guess, you know, first things first, A, what’s it doing? Why is it not running? Let’s get to the bottom of that end of things. Let’s find out exactly what CFM kit got put on the car. The other thing I would want to ask is what distributor are they running? How are they advancing that distributor, et cetera? I mean, there’s other things here that I need some info on to help you get where you need to go on making it run properly.
SPEAKER 14 :
Yeah, well, I’ll do a little more research on that. Is there a way that you can adjust the amount? Is it a fuel pressure regulator that you could adjust it to where it’s not overfueling?
SPEAKER 04 :
Those particular kits, the, you know… Well, whether it’s Edelbrock or Holley or whatever, they’re all computer programmed just like – they’ve got a mapping system in them just like a regular factory car does. Probably not as intricate as a factory car because you’ve got engineers getting paid buku bucks to go in and design all of that to make that particular production car run for everybody that drives it. This is going to be more tailored to you, that car, that engine. And this is where – Having a little bit of knowledge to how you actually program that particular product, that sniper kit, does kind of come into play. In a lot of cases, I hate to say this, Robert, it’s trial and error on how you program it. It’s not something probably that the shop’s going to get completely dialed in. You’re going to have to learn some of that on your own.
SPEAKER 14 :
Yeah, that’s what I figured, and I wondered maybe if a dyno would be helpful on something like that.
SPEAKER 04 :
Typically on that, just driving the car, getting it out, the type of driving you’re going to do, the kind of year, the temperatures, and all of that have more to do with it than even getting it on a dyno. And again, if we get some of the basics, if you can tell me what some of the basics are on it, I can at least tell you do we have the right foundation to build from.
SPEAKER 14 :
Okay. Well, that’s what I’ll do. I’ll do some research. Certainly the distributor is something that you’re concerned about.
SPEAKER 04 :
Yeah, exactly. How are we advancing timing? How is that being controlled? On and on we go. Again, this is no different than I was having a conversation during the break here with Pat on, you know, I happened to buy a car at one point in time that was a 32 Ford Roadster. And the guy couldn’t make it run properly. Part of the reason why he sold it, and I bought the car right because of that, and come to find out, I get it home, I look at it, I get the timing set correctly, fix the plug wire, by the way, that had a burn mark in it that wasn’t functioning properly. And, and, and. I mean, bottom line, I got all the foundational things fixed. And sure enough, Robert, I’ve got the thing dialed in. The carburetor works fine. It idles well. It works fantastic. And I have to boot a 850 CFM sniper kit that somebody bought for it, thinking they were going to fix the car with it, which, by the way, would have done nothing but make everything worse. Right.
SPEAKER 14 :
Yeah.
SPEAKER 04 :
Yeah.
SPEAKER 14 :
Well, it’s one step forward and one step backwards, and that happens a lot.
SPEAKER 04 :
Yes, it does.
SPEAKER 14 :
It’s kind of a weak mechanic. Yeah. You know, I’ve made some mistakes on it. And, you know, we’re only talking about a few thousand. So I’ll just work a little bit harder.
SPEAKER 04 :
Well, that’s the plus side to what you’ve done is, you know, and this is all salvageable. I mean, even if this doesn’t work and you’ve got to do something different, well, then we just make the proper adjustments and move forward.
SPEAKER 14 :
Yeah, it’s the journey. What do you guys recommend? I know you said it’s one of the hardest to find. Edelbrock.
SPEAKER 04 :
The Edelbrock systems work better.
SPEAKER 14 :
Edel. Okay. Okay. That’s interesting. Okay. Well, I appreciate that.
SPEAKER 04 :
You’re very welcome, Robert. No, appreciate it. And just give me that info. I’ll help you out. Okay, thanks a lot. Appreciate that very much, sir. All right, Mickey, you’re next. Probably be our last call. Go ahead.
SPEAKER 07 :
Yeah, on that current subject there with the fuel injection, Uncle Tony’s Garage on YouTube does a real good explanation of why they run different. A big part of it is EGR. If you block off the exhaust gas recirculation through the intake manifold, or if you’ve got an intake manifold that doesn’t use it, you’re a lot better off. Right.
SPEAKER 04 :
I’m guessing that’s another one of those things I’d have to ask. I’m guessing that that motor that they built probably doesn’t have one, but I don’t know. Who knows?
SPEAKER 16 :
Yeah, you don’t. Yeah, exactly.
SPEAKER 07 :
Yeah, well, if it does, that overheats the… Injection is all vapor and no droplets like a carburetor would do. It’s meant to heat the gas up and break the droplets up more. But with the EGR, you’re just cooking all your fuel vapor.
SPEAKER 15 :
Makes sense.
SPEAKER 07 :
But Uncle Tony’s Garage has a really, really good explanation on YouTube.
SPEAKER 04 :
That makes all sense. Appreciate that, Mickey. Thank you. And I know that’s kind of a Kind of a, how should I say, a very select amount of you listening will ever have any issues and run into anything along those lines. Although, you know, it is an enthusiast thing, and there’s a lot of folks out there that have, you know, older vehicles. And I am not by any means bad-mouthing fuel injection. A ton of fuel injection conversions. Back in the day when I had my shops, guys that were having not only hot rods but Jeeps and things along those lines. So I am not opposed to fuel injection at all. In fact, I will go as far as to say that some of the very early fuel injection conversions that – Weren’t even mainstream. So these were people that were doing kind of some one off things I was messing with all the way back in the early 90s. So reality is I’m not against them. There’s just certain basic things that you need to make sure that you’re doing. To Mickey’s point, even a moment ago, let’s make sure we’ve got all of our foundational things done. And unfortunately, a lot of shops and owners, but shops even they’ll they’ll go throw something on it. hoping they’re going to fix their problem. In some cases, it’s because they don’t know how to make the carburetor work. And I’m not exaggerating when I say that. And for everybody listening, carburetors get a bad rap. And I’m not sure why, because we used them for eons. And I know that in some cases, yes, they can have their faults and choke and this, that, and the other. And I get all of that. But at the end of the day, if they’re set up correctly and done right…
SPEAKER 16 :
they’ll fire up and run every single time you get in them. Sure, sure, exactly. I mean, yeah, and personally, if I were to have anything old, I would go injection. And I know how to work on a carburetor. I mean, I can do it. I just prefer not to. Yeah, I’m not arguing.
SPEAKER 04 :
All right. Ken Radley, Toontech Automotive. Appreciate you. Give folks your number. Oh, thank you. 303-364-3391. Pat Schneid, Alltech Automotive up in Fort Collins. Hey, thanks for having us today, John. Always appreciate you very much. You bet. And those of you listening, if you’re looking for a shop, again, we’ve got them all over town, literally all up and down the front range. Just go to drive-radio.com. You can find them there. Let them know you listen to them here. Charlie Grimes, our engineer. Larry Unger, of course. Thank you very much, Larry, for being with us today and answering calls. And you can always text us a question. After the show is over, 307-200-8222. This is Drive Radio, KLZ 560.
SPEAKER 17 :
Still haven’t had enough? Go to drive-radio.com, email your questions and comments, download previous programs, and find lots of useful information, including your nearest Colorado Select Auto Care Center. That’s drive-radio.com. Thanks for listening to Drive Radio, sponsored by the member shops of Colorado Select Auto Care Centers. On KLZ 560.
