redwngr

Those that want to be able to make the horsepower that they paid a premium for will run high octane. Octane prevents/reduces knocking. Engines have knock sensors. When knock is detected the computer changes timing and fuel to avoid knock -- and this reduces available power. 'Here' 'high test' is about 15% - 25% more expensive than 'regular'. fwiw, premium does NOT contain more energy. As posted by supreme pizza, octane makes less volatile so it burn slower, which prevents/reduces knock. I see from the picture that, similar to here, premium is 2.64/2.14 = 1.23 times the cost of regular at that location. Everyone gets to decide what they want to do about engine choice and fuel choice. If there was a single right answer there would only be one engine and one fuel.

Hopefully they get a 'cold' check once in a while too.

3.0L duramax supplement says says 5.3 gallon capacity for the LM2 tank. I topped mine up about 700 miles and have done 2 fills since. 5.52 gal and 5.75 gallons. Second one was after it thought it was empty and was giving the speed limit warnings. Second one overflowed, first did not. MPG's were 922 and 1438 over the 13,248 miles for the 2 fills. Not sure it helps you, other than verifying it holds more than 3.8 gal.

Lots of threads about crank / no-start. Bottom line is the fix is an update that was released in October. You will find threads that said update didn't fix it -- but it turns out they were 'reflashed' prior to release of the no-start update. They did find mechanical issues on some earlier trucks; thought they were the cause; but they were not. (Intermittent issues are always nasty to eliminate) You are correct that the crank timing out. Crank stops when computer decides it's time. Most everyone reports that they always start on the 2nd try. When you push/release the button, it sends a signal to computer, which takes over the start duties. Just like if the remote had been used. There is no need to 'hold the button' for it to start - ever. Not all trucks do it. 16,000 miles and 14 months and mine hasn't missed a start. (hasn't been in since the update released) When the dealer runs your vin it will show that the update is required.

Might help narrow down your search. Wasn't an option on LT Trailblazer. RPO code A45 was standard and only available on LTZ and HC (or Sierra SLT, AT4 and Denali) A45 Driver memory, recalls driver "presets" for power driver seat and outside mirrors

Not sure what the dealer person is smoking, if they don't know GM has power folding tow mirrors available on '21 1500's. 21 1500 factory power fold trailering mirrors availability depends on trim. The factory order codes for '21 1500-- fwiw -- Yours must be - DPO Mirrors, outside power-adjustable vertical trailering with heated upper glass, lower convex mirrors, integrated turn signals, clearance lamps and auxiliary lighting; manual folding/extending available on higher trims (Silverado LTZ and HC, Sierra SLT, AT4 and Denali) DQS Mirrors, outside power-adjustable vertical trailering with heated upper glass, lower convex mirrors, turn signal indicators, puddle lamps, perimeter lighting, auxiliary lighting and memory; power folding/ manual extending Side note -- on the HD's power extend / power fold is standard on higher trims. Lower HD trims get power fold / manual extend or manual fold / manual extend. Small mirrors are an option on lower trim HD's

Seats have a large surface area to warm -- and all that surface area can also transmit heat to the cabin, making the surface feel cooler. Obviously, sitting on the seat provides insulation to the seat reducing this effect. Seats not feeling 'heated' under/after remote start has been a normal 'thing' for years on GM pickups. It may be a sign they aren't working -- but there is a very good chance they are functioning normally. As others posted above, the same DIC setting enables both the steering wheel and seats. I haven't checked current ones, but previous generations do NOT turn on the LED's in the seat switches when under remote start, so looking in the window does not give any indication if they are on. Both switch off when the engine is started and have to be manually activated. (GM does have seats/wheel that 'auto activate' in some of the SUVs) Could do test when there are a couple days of cold, but similar temps, are ahead. On one of the days, disable the remote heated seats/wheel and after the same amount of remote start time -- do the butt test to compare the comfort levels. Might also check with one of those cheapy infra-red temp guns. They can also be used to verify heated mirror function. I did the 'butt' test on one of my trucks a bunch of years ago and did confirm a difference. Seat still felt cool/cold, but not as much. This was when seat heaters were MUCH slower to warm than they are today.

Perhaps it needed to finish indexing the 4000 songs...before you could search them?

No trying to be that guy, but is it switched on (or back on)? Is the ignition on? The outlets will not operate when the ignition is off, the DC/AC switch is not pressed, or the plug is not fully seated into the outlet.

Double push on drivers door button will open all the locks... Cheaper than buying a new truck.

It was available as a factory option on a 21 Custom, but on Custom is was "Not available with (STH) Rally Edition, (PDW) Assist Step and Tonneau Value Package I, LPO or (VPB) Premium soft roll-up tonneau cover, LPO.:

Both. I log every fill and record both trip meter and hand calc for comparison. Lots of things impact the fuel economy of a given fill. If you trying to see a change, then you'll need multiple fill before and after to be able to take out the normal variation from your observations. If you change tire diameter it'll kinda screw that up -- since it will change the wheel revolutions per mile.

I've read a bunch of reports here and other places. Everyone seems happy.

On WT it can be ordered stand alone a K34 or included with rpo PCV -- WT convenience package K34 Cruise control, electronic with set and resume speed, steering wheel-mounted 1 - Included with (PCV) WT Convenience Package. A1 Higher HD trims it was standard. On 1500 (including the 2022 refreshed version) it is also an option on WT and standard on higher.

It's a belt for the oil pump, and it's 150,000 miles. Seems to be a lot of speculation about what is needed to change. Most seem to think the engine stays and the trans gets moved back or removed. Not a nice job in the driveway, but with the right vehicle lift and transmission lift....?

I like to find a set of factory 'take-offs' and have winter tires installed on them. In the past I had several GM's that corrosion would start under a damaged spot in the clear coat. They 'winter' ones don't have to be the same rims size. Any of the optional rims will work. If the winter's use the same size tire as they left the factory with, the speedo will be close. Mine came on 20's. Running as set of the18" rims GM uses with the duratrac option (but not on duratracs) This pic has them sitting beside the truck, before I changed the Goodyears to a 3PMSF tire.

No one bragging about having an old GM with the 2 speed powerglide automatic??

Be sure to use the Dex ULV trans fluid. Do not use the Dex VI of Dex III you might have for other GM's. Also, don't use Dex ULV in those other applications. It's only available in quarts -- apparently they need to be shaken before being added to transmission. https://gmserviceinsights.com/use-the-right-transmission-fluid/ GM Service Insights SERVICE REPAIR NEWS FROM YOUR PARTS DEALER HOME SERVICE NEWS INSIGHTS MAGAZINE CONTACT US USE THE RIGHT TRANSMISSION FLUID ACDELCO OFFERINGS COVER SEVERAL APPLICATIONS When it comes to transmission fluids, one size doesn’t necessarily fit all. That’s why, when servicing a customer’s transmission, it’s important to check the specification to make sure you’re using the right fluid. A misapplication could cause performance issues. With that in mind, ACDelco offers a range of high-quality fluids for a variety of transmissions — from automatic to manual to dual clutch — that are designed to keep the gearboxes running smoothly. For example, ACDelco GM OE DEXRON®-VI, DEXRON® ULV and ACDelco Gold ATF III automatic transmission fluids: • Feature a synthetic formulation with high shear stability and oxidation resistance • Provide superior year-round protection and performance • Offer anti-wear protection to extend equipment life • Help ensure smoother shifting and reduced shudder • Help extend service life and performance ACDELCO DCT FFL-4 FOR CORVETTE In addition to the above, ACDelco offers DCT FFL-4 transmission fluid that’s designed for the Chevrolet Corvette C8, which is equipped with an advanced dual-clutch transmission that employs friction plates/clutches instead of a torque converter to launch the vehicle. FFL-4 is vital for the proper maintenance and operation of the C8’s dual-clutch transmission and provides the correct chemistry to properly protect it. The fluid also optimizes gear wear while enhancing friction stability for extended intervals at different temperatures. To view the full line of available ACDelco transmission fluid products, visit ACDelco.com. AT-A-GLANCE: ACDELCO AUTOMATIC TRANSMISSION FLUIDS TYPE AVAILABLE QUANTITIES APPLICATION DEXRON VI Quart, Gallon or Drum GM auto transmission where a DEXRON VI, earlier-generation DEXRON or AW-1 fluid is specified.1 DEXRON ULV Quart Fully synthetic ultra-low viscosity for use in 10-speed transmissions. Not a suitable replacement for DEXRON III or DEXRON VI. ATF Type III (H) Quart, Gallon or Drum GM auto transmissions from 2005-and-earlier model-year vehicles that are no longer under warranty, where the OEM previously specified DEXRON III H, DEXRON II or DEXRON ATF.2 Recommended for use in GM transmissions model year 2006 and newer calling for DEXRON®-VI and replaces DEXRON III (H) and DEXRON II (E). Also recommended for any other vehicle manufacturers that call for DEXRON®-VI, Type III or II (E). Not recommended for use in newer automatic transmissions that require a GM DEXRON-VI, Ford MERCONLV, Ford MERCON SP or Ford MERCON V fluid for warranty coverage. Not recommended for continuously variable transmissions (CVTs). .

Some early ones had a crankshaft seal that could be leak -- but there haven't been any recently posted about, so it appears the ones that were going to fail have already done so. There have been some with an 'extended crank / no-start' condition. They always seemed to start 2nd crank. There were a couple mechanical things they thought it might have been -- but some with those issues 'corrected' still had the condition. In October there was an update to programming. Those with that update seem to have had the condition eliminated. And lots have never had the crank/no-start. Mine has never done it. A little over a year and a little over 16,000 miles. Warms up quick Great mileage (mine is 25+ doing the same job that resulted in 20+/- 0.5 on a 15 and a 16 (one 5.3 one 6.2, both 8 speed 4wd standard box) 10 speed 3.0 work together very nicely. If I need a new truck tomorrow, it will be another 3.0. Trying to convince my wife to trade her Acadia for a 3.0 Yukon....

Agreed. Behind the 3.0 it is buttery smooth. (is that a technical description??)

I'm a little over 16,000 miles. Having read complaints about the segmented level / range indicator and knowing that my dealer did not completely fill the tank, I topped it up at about 700 miles. Since then 2 refills for a total of 11.27 gallons, covering 13,248 miles. DEF mileage is 1175 mpg Currently, life of truck fuel mileage for currently is 25.6. DEF usage is a little over 2% of fuel. On one of the fills, I ran it til it thought it was empty and gave the 'miles til speed limit' warning. The 3.0L holds 5.3 gal. (L5P 6.6 holds 7.0) For the 3.0, the segments on the 'full end of the level/range indicator are about 0.5 gal each. At the lower end the last 2 full size segments are about 1 gal -- so 1/2 full occurs sometime when there are 2 segments light and before there is only one segment lit. DEF consumption is related to fuel consumption (since more fuel burned means more NOx to be treated). If fuel mileage doesn't change much the consumption shouldn't either. The 'range' part of what it displays assumes that future mileage will reflect recent past mileage -- so if it's been towing, it's gonna figure the def range is lower. IMO, the only good way to determine DEF mileage is the fill-drive-refill-calculate method. This gauge just gives a rough idea about what it might hold.

Imho, it's not the technology used to create the light. It's the amount of light that is produced, which is measured in lumens AND the pattern of dispersion of those lumens. I'd gladly return to the light level and dispersion pattern of a 2011 Sierra....iirc, both high and low beam were halogen. They may not have the styling 'look' of todays light systems, but they were effective. If we're keeping score -- the effectiveness of the headlights on 15 and 16 sierra's was pathetic.

Tire pressure and weight carried on the rear wheels can make a significant impact on the 'wigglies' from washboard / potholed areas.

GM/Chev calls them 'High Intensity LED' for the High Country and Midnight Express (rather than HiD LED) These are listed from 2020 guide or 2020, but probably the same availability in '19. Headlamps, halogen reflector with halogen Daytime Running Lamps S S S -- -- -- -- -- -- WT, Custom and Custom TB Headlamps, LED reflector with LED signature Daytime Running Lamps -- -- -- S S S -- -- LT, RST, LT TB, LTZ Headlamps, LED reflector (high intensity) with LED signature curtain Daytime Running Lamps -- Std on HC: on LT TB they are included and only available with (WJP) Midnight Edition.

And once the headlight icon with the A is turned on (indicating the feature is enabled), the vehicle needs to be moving fast enough before it will activate the high beams (they aren't going to come on with the truck sitting still) For Intellibeam to enable, it must be dark out, and the headlamp switch needs to be in Auto position , or Headlight position when the button is pushed.