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The problem with failure rates or increase failures are there’s people who don’t have a problem. What are you doing wrong they say. We had 4 5.7 GM diesel’s in the family when they came out. One was flawless. My uncle who happened to be the most abusive. Early rotary engines were known to use oil. I abused my first car so bad in six months I replaced the clutch, transmission and rear end. It didn’t use oil. My brother in law has a 2013 Tahoe and an older Yukon. The Yukon has 280K miles. The Tahoe around 175K. He runs them to about 300K. If his lifters fail before that time he would consider it a failure. My Hondas, I know people hate it when I mention them. Identical engines. One with cylinder deactivation one doesn’t have it. One shudders when the eco light goes on or off. Cylinder deactivation. But wait! According to the web. It can happen with lock up too. So now people in the know are changing the oil and transmission fluid more often. Then you read it could be a programing issue. So what do you do? There’s lots of money involved. I see three ways to deal with it. One only works if you don’t drive lots of miles. Lease, never get out of warranty. Or only buy older vehicles with a good track record. They all have bad runs. Usually when there’s a change. Even Toyota and Honda.

Question @diyer2 on this line if you please. Are you saying the shudder is the system turning on and off at the frequency of the shudder? Guess I'm asking if you are saying you have seen it do this with the bi-direction scan tool in graph mode? If so have you been able to discern the 'trigger'. Something is telling to cycle rapidly. My truck just started doing this recently. 197K on the clock. My response has been M5 anything under 55 mph. I treat it like a lugging stick shift. Gear down and let it spin a bit. Engauge M5, then tow mode and then M6 lets the trans stay in 5th but the AFM is active. Smooth like Skippy. My thought was that as a machine ages the friction gets lower and as the system is load based, the lower friction would allow it to turn on at ever lower rpm until it reaches the lugging point. And yes I am ignorant of any minimum rpm requirement for the system. If you know that would be useful information. As you know I run a Scan-Gauge II which allows me to watch the On/Off of the signal to the VLOM. While in the shudder mode I'm not seeing is cycle at that frequency or at all for that matter outside the triggers @newdude posted a few years back. Now is it possible that the refresh rate isn't fast enough to catch it? Maybe. It is why I asked my first question about graphing and trigging parameter. As we have observed from members here the failure point is all over the map miles wise as you note yourself in your opening post. That by itself begs a few questions like fellows that comment on these lifters failing even after the system has been disabled. Long after. https://www.enginelabs.com/news/tech-tips-replacing-ls-active-fuel-management-lifters-with-melling/ The Gen5 lifters operate the same as the LS versions. In fact they are the same lifter. https://www.enginelabs.com/tech-stories/sorting-out-gen-v-lt-lifter-failure-with-a-simple-valvetrain-fix/

UPDATE 2: Steering wheel control backlights and control of the cluster can supposedly be achieved by adding a wire to pin 20 of the cluster and tapping it to pin 2 of the main clock spring harness. I'm going to give it a shot - will update

GM Global A pickups 2019-2022 can do OTA programming for the radio. GM VIP (GM Global B) can do OTAs for almost every module on board. So a 2022.5 and newer pickup can do OTAs for recalls like the 2.7 fuel flow recall. EVs get OTAs that improve one pedal driving, radio issues, HVAC issues, updated battery management software, etc. So age of the vehicle/what GM electrical platform its on will alter what amount of updates can be pushed on OTAs.

Thank You. So far my new ride is making me look like a genius for going with the 3.0L, as my first fuel refill occurred over three weeks from when I took delivery. This engine combination is very amazing. So far no issues and had not done a regen yet.

I am curious as to how much fluid you put back in the transmission ( assuming you had replaced the filter to compare to my findings ) and then went through the process of warming up the trans before pulling the check plug to drain out the excess and if you measured how much came back out. I just found it surprising that some claimed a certain amount less fluid being put in and then draining some back out. The attitude of the truck as per if the surface is level and how the trucks stance is would make quite a difference since the check plug is right at the front of the transmission.

Just changed mine at 35,115 miles. I carefully removed the gasket to get it out of the way. Then turned and twisted the pan just right and it slid right out. It can be done. It also went right back in. My pan very close to no clutch material in it. The magnets also had very little on them. The truck us used but not abused. Tow a 28.5 foot camper 5 or 6 times a year just under 6k loaded and a 3000 pound bass boat. Live in ohio not terribly hilly. Pretty happy how it went today.

$4.19 or so for 87. $5.40-5.80 for diesel.

From my above post, I got the whole assembly out. Had to use YouTube as there was one hidden bolt. What happened was GM wraps the little wires around a couple pins to hold the wires in place. The pins made the wire so tight that the bulb would only turn about 80 degrees. That last 10 was stopping the bulb from being able to be removed. Once I removed the wire from the pins the bulb came out no problem. Knowing that, wouldn't need to pull the whole assembly again as the wire can be pulled from the pins with the assembly in place. Thanks Jim

Mobil and Gulf now $3.89, truck stop $3.86, Sunoco still $3.69. Up Up and away!

So, these updates are strictly for the radio? They don't update any of the truck's modules?

Dexos is for engine oil. Not gear oils.

That's about 4-5 build versions old if you have the 8 inch IOS or IOT radio. V155 is the number that tells you what version of software it has. Newest IOS/IOT radio software is V171 which was released June 2024. You'd have to pay out of pocket for the update at the dealer. TSB on the current software is 24-NA-108. MC-11004657-0001.pdf

You'd be the first to make it happen if you tried it that I know of. You'd have to order a pair of option code DLF mirrors for a Chevy HD truck, and then attempt to swap all the components from those LTZ 1500 mirrors you bought on to the DLF HD mirror mount. If it would work.

It's not on the dexos list. No need to pay GM just to be on the list. It is a great product and will serve you well.

Is the AMS Oil Dexos certified? Just wondering as I would like to change both front and rear differential fluids shortly......

SLT - Sweetspot Level Truck

Decided to check for updates for my 2021 Silverado 1500, and the system showed no updates available. When I checked the build number, it looks like it hasn't been updated since it was new. Does this look like I'm missing a ton of updates? Thanks

I can see them dropping the SLE trim line but the SLT trim?? I think that's a bad move, I know several acquaintances that always buy SLT trim, usually every 3-4 yrs. They would never consider an AT4 (older) and the Elevation is a cheap model in their eyes.

I assume I'd be opening up pandora's box if I tried to source the early WT mirrors and tried to get the 2500 bases fitted to the rest of the 1500 mirrors...

Get a Range AFM disabler or have someone with a tuner go in and turn off AFM. Simple fix. You should be lucky it didn't lunch the camshaft.

1500 mirrors will NOT fit HD. They do NOT share doors which means they don't share mirrors. There is only one small mirror for HD and it has nothing but heat and power glass. If you have cameras and blind spot, your only option is the factory equipped towing mirrors.

2024 RST....new look!

$5.06 at our Kroger today

I still kick myself for not buying your last truck when you had it for sale. I had two at the time so I passed, damit.