SureTrack Users General Discussion

[maven]

The same principles apply, this is just a brushless motor laid out in a line instead of a circle is all.

Okay, thats what it sounded like when you were describing it, I dont run into any linear actuators in the shop

[greasybob]

Linear actuators ? EGR valves, cam actuator solenoids,

[liljoe]

Okay, thats what it sounded like when you were describing it, I dont run into any linear actuators in the shop

The ones I deal with are in a x-ray cassette reader, it moves the scanner assembly across the image plate at a very controlled speed. It has a travel of 15 inches and moves smooth as silk.

[maven]

Linear actuators ? EGR valves, cam actuator solenoids,

All right, you got me on this one, but let me give a verbose explanation of why i feel Im not completely wrong and you arent completely right LOL

In the strictest and most general description, yes both those devices actuate in a linear fashion, making them linear actuators by definition. But they still arent "really" linear actuators in the more widespread usage of the term. Getting really into semantics here but my thoughts are like this, a linear actuator is a linear actuator when its shaft moves via a screw mechanism(screw or or nut is turned and shaft moves), or a linear motor like liljoe uses a variant of, or rack and pinion types.(I might even buy into pneumatic or hydraulic cylinders....) Key to all of these types though is my assertion that a linear actuator must be able to be precisely controlled throughout its range of motion, otherwise its just a solenoid or transducer.

Cam solenoids arent linear actuators(GM ones at least), they are just as the name suggests an on/off solenoid. A solenoid is controlled to actuate a pintle or spool valve. Solenoids dont qualify as linear actuators to me

EGR valves...again, many of these dont meet "my" requirements of a linear actuator(though some do....) some of them are just a digital PWM solenoid, some of them are stepper motor, gear reduction affairs with the pintle shaft keyed to a groove in the rotating gear.(think along the lines of train drive wheels and its connecting rod, or cam and link HVAC door actuators) Some GM EGR valves, particularly older ones, ARE screw type linear actuators.

[greasybob]

That's Ok, I would never consider myself to be completely correct on anything, but that's a philosophical matter. Just one more actuator to add to your consideration though. The rear lift gate actuator from a newer Ford Explorer and maybe Escape. I haven't had the chance to dissect one yet but I think it's a screw type.

[Crossland Auto]

Maybe just me, but I understand part of this as: "actuator" means movement, "Linear" means a straight line, "Axial" may work on multiple planes.

Gotta admit, after the last couple of weeks, I am not sure of what I know, or what I do not know now. I installed a Dorman synchronizer in a '94 Ranger 4.0 on a Friday evening at 5:00. The engine was hot, took me 20 minutes to stab it, and time it. Fired it up, (the test for C.I.D. code was to rev it to 2,000 r.p.m.'s for 10 seconds twice, check for codes.) I fired it up, rev'd it, on the decal, heard a weird noise, watched the engine lurch to a sudden stop. Next crank = no compression. Spent the weekend pulling engine, upon teardown, found Synchronizer machined .002 oversized, It started galling on the block, the extra load forced the Camshaft to try to blow out of the back of the block due to the cut of the gear. The thrust plate ended up welding itself to the Cam. The timing gear sheared it's "so called Key" when that gave, the so called surface area of the Cam bolt tried to hold until the Cam bolt broke. What a mess....... My parts supplier has been good with this claim, the only problem is, Thrust plate is obsolete, Cam bolt is obsolete. Even local machine shops, and wrecking yards have been no help. It has been 3 weeks now. I am about ready to shut down, sell my tools, and attend a local culinary class.

X

[sbreland73]

Maybe just me, but I understand part of this as: "actuator" means movement, "Linear" means a straight line, "Axial" may work on multiple planes.

Gotta admit, after the last couple of weeks, I am not sure of what I know, or what I do not know now. I installed a Dorman synchronizer in a '94 Ranger 4.0 on a Friday evening at 5:00. The engine was hot, took me 20 minutes to stab it, and time it. Fired it up, (the test for C.I.D. code was to rev it to 2,000 r.p.m.'s for 10 seconds twice, check for codes.) I fired it up, rev'd it, on the decal, heard a weird noise, watched the engine lurch to a sudden stop. Next crank = no compression. Spent the weekend pulling engine, upon teardown, found Synchronizer machined .002 oversized, It started galling on the block, the extra load forced the Camshaft to try to blow out of the back of the block due to the cut of the gear. The thrust plate ended up welding itself to the Cam. The timing gear sheared it's "so called Key" when that gave, the so called surface area of the Cam bolt tried to hold until the Cam bolt broke. What a mess....... My parts supplier has been good with this claim, the only problem is, Thrust plate is obsolete, Cam bolt is obsolete. Even local machine shops, and wrecking yards have been no help. It has been 3 weeks now. I am about ready to shut down, sell my tools, and attend a local culinary class.

X

Man that is tragic. I try to refuse to install most Dorman products on my customers vehicles, and tell our service advisers "That ten dollars you are trying to make on a cheaper part will cost us in the end much more."

[cruisinmiles]

I didn't think a Dorman part could be strong enough to damage an engine! How about used engine for the 20 year old and possible rusty Ranger? You have had a ruff run X, it can only get better. Had a 2000 Intrique in today for intermitting high idle and extended crank on start-up. Many shops have looked at it and parts toss was TPS, IAC, EGR, purge valve, fuel pump and filter an of course plugs and wires. Initial testing showed P0128, (Tstat) and fuel system OK in no leaking injectors or purge vapours causing extended crank. Checked freeze frame data and noticed that code set at 44 degrees, that can't be right? How fast do they want this thing to warm up! Graphed the CTS and it was varying from 170 to 179 and a slight wiggle of harness it jumped to 212, new sensor and harness and one hour and out the door fixed!

[Crossland Auto]

I have seen countless posts about Dorman products on the old OD5 G.D. forums. I personally laughed at them. I have never had an issue in 20+ years until now. This one threw me for a loop. Now I have been bit. Good thing, the customer is a long time friend of my family. (Hell, I remember when he and his twin brother were born.) Just sucks that lately, I seem to have bad luck. It is what it is, battle on, keep fighting the fight.

X

[Crossland Auto]

Sorry, I thought I sized the pictures smaller. Guess not. Cruisin, parts supplier is taking care of most everything. I have all new parts, and gaskets sitting here. The only issue now, is the thrust plate and Cam bolt. Reman. Engine is still a possibility. We are just exhausting all other possibilities first. As far as the age: we live in Southern Ca. This Ranger is still in great shape.

X

[greasybob]

A helpful suggestion to make Pro Demand better. To make identifying the engine size and fuel type easier the corresponding VIN number should be listed next to each option in the engine menu where applicable.

[Witsend]

Maybe just me, but I understand part of this as: "actuator" means movement, "Linear" means a straight line, "Axial" may work on multiple planes.

Gotta admit, after the last couple of weeks, I am not sure of what I know, or what I do not know now. I installed a Dorman synchronizer in a '94 Ranger 4.0 on a Friday evening at 5:00. The engine was hot, took me 20 minutes to stab it, and time it. Fired it up, (the test for C.I.D. code was to rev it to 2,000 r.p.m.'s for 10 seconds twice, check for codes.) I fired it up, rev'd it, on the decal, heard a weird noise, watched the engine lurch to a sudden stop. Next crank = no compression. Spent the weekend pulling engine, upon teardown, found Synchronizer machined .002 oversized, It started galling on the block, the extra load forced the Camshaft to try to blow out of the back of the block due to the cut of the gear. The thrust plate ended up welding itself to the Cam. The timing gear sheared it's "so called Key" when that gave, the so called surface area of the Cam bolt tried to hold until the Cam bolt broke. What a mess....... My parts supplier has been good with this claim, the only problem is, Thrust plate is obsolete, Cam bolt is obsolete. Even local machine shops, and wrecking yards have been no help. It has been 3 weeks now. I am about ready to shut down, sell my tools, and attend a local culinary class.

X
Reply With Quote

I always compare the drive gears and pre lube up the synchronizer assemblies upside down thoroughly, and sometimes when possible when the old ones come out looking sludgy with brown gunk I'll pre-lube the motor with an electric drill for awhile with a locking 1/4" extension with a long hex or torx bit to make sure it flushes the oil galley and I see fresh oil delivery back there. It might be a PITA but I make sure the Sychronizer is able to drops down flush against the block without applying any un due force. I know it's easier said then done. It's hard to get at unless the lower intake is off on my 95 explorer. Sorry to hear about a job going to Sh@t

[dodge90]

wow, that seems like alot of dammage for such a slight difference in part but seen crazyer things.
I had a 04 GMC colorado towed in fri for a no start. found codes p1516, p2101&p2119, all related to throtle body. cleared codes. eng. cranked, no start, codes came back. would not crank after codes came back. replaced throtle body, cleared codes, turck started right up and ran great. Guessing the pcm would not alow eng. to start for one of them codes? But why?? Anybody know? Never seen that before.

[maven]

wow, that seems like alot of dammage for such a slight difference in part but seen crazyer things.
I had a 04 GMC colorado towed in fri for a no start. found codes p1516, p2101&p2119, all related to throtle body. cleared codes. eng. cranked, no start, codes came back. would not crank after codes came back. replaced throtle body, cleared codes, turck started right up and ran great. Guessing the pcm would not alow eng. to start for one of them codes? But why?? Anybody know? Never seen that before.

Yeah the TAC and ECM have scenarios where cranking is inhibited if it knows it cant control engine speed, or determine what idle would be.

[Nick_Taylor]

A helpful suggestion to make Pro Demand better. To make identifying the engine size and fuel type easier the corresponding VIN number should be listed next to each option in the engine menu where applicable.

GB, I believe there is some effort going on with that. I'd have to check with that team to find out.