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I really get a kick out of all these old boomers saying they don't like all the technology in the new trucks and they prefer the 20-30 year old trucks or the base work truck models. I bet they yell at the neighborhood kids to get off their grass too. LOL!

I'm confused on the 10 qts—the L8T takes 8 (7.9, actually) quarts with an oil/filter change.

I pulled mine last night, it was crusty like all the ones on the internet. I cleaned it off and put it back on. It made a difference in drivability - truck seems to have a bit more pep to it. Milage is showing preliminarily a boost too of about 1-2 mpg. I'm going to start checking it each oil change.

Sitting at my parents house are two older diesel trucks not only getting the same fuel mileage that the mini diesel gets. But both have pulled a 14K tractor on a 7K gooseneck trailer. A 2000 Ford one ton diesel and a 1998 3/4 ton 5.9 Cummins. All original. I’m certainly not complaining about the power of today’s trucks. But the additional quest for fuel mileage and the additional pollution devices have taken reliability down to half what it used to be.

It wouldn’t have happened if the government hadn’t mandated outrageous fuel mileage standards. It does very little for the consumer. It adds cost. Back during Covid there was a chip shortage. They gave a rebate for your truck if it didn’t have the chip to turn on cylinder deactivation. It was 50$ because at best you may see 1/2 a mile increase per gallon. Splitting hairs each fuel mileage trick wasn’t mandated. The government doesn’t do the engineering work and say use this until it’s already in use and they like it. The fuel mileage was mandated. And those add ons the results. There’s a mandate and they are the results.

I went another direction after losing a trailer tire, thanks to not being able to access air at ANY of the 5 gas stations and garages I stopped at prior, with a Toyota Tacoma onboard, 50 miles from the Canadian border. They were either out of order, access was blocked, or the hose a few feet too short and I couldn't get any closer without risking damage to someone's property. https://postimg.cc/gallery/X5QJ55w

I actually prefer the GMC interior. Gives off mid-century modern vibes.

I never understood the hate for the column shifter. The console shifter just gets in the way, takes up prime cargo space and in my wife's Jeep, the dog constantly bumps the console shifter into neutral! Best choice ever to just make it a column shifter across the lineup and be done with it. (Bonus: Makes swapping from a 5 seater to a six seater far easier)

I had an 88 K1500 with a 5.7 that had those symptoms, I know totally different, it ended up being the ECM. Once you get the fuel system fixed if it still runs lousy you may want to investigate that. it didn't set any codes, stalled ,ran rough at times etc

Congratulations Isttype, on your gmc. Really like my 2024 2500hd sle doublecab now with 85,500 miles. I checked the oil today at 4800 miles since last oil change and barely reading on the stick. I don't care if GM says it's Acceptable adding a quart every 2000 miles because that is 100% BS, It is not a 1966 Harley Shovelhead! Sounds like it's setting up a future failure like I had with my 1500 6.2l. Other than oil consumption problems, I really like the 6.6l gas and 10 speed is really nice. Towed a light 4000 pound trailer last week and averaged 14 mpg. I was pretty impressive that a 7300 pound gas truck did 14mpg towing, Later-

Long Term Cold Cycle Limited Testing Back to the 1990's and XOM's million mile test. Since then there have been others and there will be more. Schaeffer's, AMSOIL to name two. Of these Schaeffer's is the stand alone which I will explain in a bit later. http://papers.sae.org/600190/: http://papers.sae.org/850215/: Up to 75% of engine wear occurs on cold starts. These two links (above) provide the technical reasons for engine wear. In a nut shell, and by a large margin, cylinder wear is what takes out most motors and even with a pre-oiling system that part of the engine is dry enough on cold starts and cold warm up to pierce Stribeck. So when you put a motor, or a car, on a dyno for a million miles stopping only for oil changes, (yes fuel is uninterrupted) or break down maintenance, you are depriving the test of the most important part of it's wear cycle. Yes a million is then a pretty easy walk even for a mineral oil under those conditions. How about cleanliness during the long test cycles? Same thing. Varnishes that stick rings and insulate parts are laid down by repetitive 'heat cycles'. It's the cool down the precipitates the varnishes. These long runs also hinder acidic attack caused by cold start richness and less than optimal cold start ring sealing. They hinder water formation and enhance breathing of the crankcase; the petri dish of acid formation, the first step in sludge formation, amalgamation and precipitation. These motors are also monitored and controlled for water and oil temperatures to within the "normal operating range". https://www.swri.org/sites/default/files/sequence-iiih-test.pdf Note the test sequence in some boutique oils literature for testing, API IIIH, is not the standard used for the ILSAC G7 testing. Does that mean it is irrelevant? No, not as used. As used as a 'visual guide' it makes it's point. The G7 weighted piston deposit minimum is lower. Back to Schaeffer's. That was a cyclical test of an engine in fleet service and not a dyno mule and if you saw the video it was not mirror clean but wear was low. There are oils like BioSyn and other 'Renewable" source oils that taught cleanliness and have proven themselves in fleet testing. Havoline an other example. The newest ILSAC G-7 test prioritize cleanliness, LSPI mitigation and fuel economy OVER WEAR. In comparison Porsche C30 Specification Verses ILSAC G-7 Specification below: Some will balk that this graph isn't apples to apples and I will challenge that in that this graph represent the SPECIFICATION and not the any One Oil Performance. It is absolutely possible to minimize wear, maximize cleanliness and mitigate LSPI etc., It just isn't cheap and currently I see none that are not walking toward profit over performance.

Batteries don’t always show signs of a few years ago my vehicle started fine in the morning and took me to work. After work the battery was completely dead and I needed a jump. No, I didn’t leave anything on and the battery was only a couple months old. It was replaced under warranty.

It was all part of the tiny bit of fuel savings it goes towards what was mandated by the government. Much like cylinder deactivation. That was relaxed by the recent administration. All that doesn’t help the individual buyer. But as a whole helps the manufacturer to try to reach the previous ridiculous past mileage per gallon mandate. So yes it was mandated and added cost to the vehicle.

just logged my best MPG for one leg this am - drove home from the Denver Airport, 45 min drive - all freeway, lots of traffic so speeds were limited and some stop and go, got 17.7 for the ~30 mile trip.

Wawa and Meijer here have ethanol free (88 & 89) I use for my mower and lawn equipment. Its not much more than reg. I paid $3.29 a few weeks ago.

You could try a used 1, they used that engine in the Astro vans, Plenty of them in the boneyard. Look for a wrecked or rotted 1 so the chance that it was scrapped for that reason and not a mechanical issue will be greater