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Don't know if this helps , but was recently looking at a PC magazine review : Audio Power In terms of sound quality, SiriusXM delivered clear audio in my testing. When I fired up the Studio 54 channel—which plays some of the 1970s best dance tunes—I enjoyed satisfactory bass and other low-end sounds that didn't overwhelm other parts of the track. Though SiriusXM doesn't display or release its streams' bit rates, you can switch between the Normal, High, and Maximum audio quality settings in the web or mobile apps. Unfortunately, SiriusXM lacks Hi-Res Audio, an excellent streaming music format offered by Amazon Music Unlimited, Tidal, and a few other services. If you want that high-quality audio, SiriusXM is not the place for that. Radio Ga Ga If you're a radio diehard—especially one disgusted at the state of traditional over-the-air broadcasts—consider SiriusXM Internet Radio is a must-have service. It not only puts decades of music at your fingertips, but sports, the comedy circuit, and lifestyle and political talk, too. If you're looking for Hi-Res Audio, which SiriusXM lacks, check out Amazon Music Unlimited or Tidal. Otherwise, SiriusXM Internet Radio should fit your live radio-streaming needs.

Try it with the stock key first.

I think it's a road/weather condition thing. Have had it happen on many vehicles -- but none of them did it 'all' the time. North shore of Lake Erie, we get lots of variation in road conditions and weather conditions every year. This is my first winter with a T1. Now that it's been mentioned, I don't think it's happened with it yet. In fairness, this winter I'm not driving as much as usual. Running boards and mudflaps on them all.

Nonsense.

They are building 1000's of new HD's every week. There is no acceptable excuse for not redirecting def tanks to existing customers.

The heaters on by remote start (in pickups) has been a thing for years. No lights on the dash if you look in the window, and when unlocked and ignition enabled to drive, it will be necessary to turn on the seat/wheel/window heaters again. GM does the automatic seat heaters thing on some of their models -- but not on full size pickups. 2020 Acadia owners manual: Auto Heated and Ventilated Seats If the vehicle is equipped with auto heated or ventilated seats, and the engine is running, this feature will automatically activate the heated or ventilated seats at the level required by the vehicle's interior temperature. The active high, medium, low, or off heated or ventilated seat level will be indicated by the manual heated and ventilated seat buttons on the center stack. Use the manual heated and ventilated seat buttons on the center stack to turn auto heated or ventilated seats off. If the passenger seat is unoccupied, the auto heated or ventilated seats feature will not activate that seat. The auto heated and ventilated seats feature can be programmed to always be enabled when the vehicle is on. If equipped with a heated steering wheel, the auto heated steering wheel activation will follow the heated seat auto activation and the heated wheel indicator will follow the state of the steering wheel heat.

How tall is the door opening?

fwiw, all duallies are long bed. (8ft)

Part of explanation, from upfitter documents: Charging System Description and Operation Electrical Power Management Overview The electrical power management system is designed to monitor and control the charging system and send diagnostic messages to alert the driver of possible problems with the battery and generator. This electrical power management system primarily utilizes existing on-board computer capability to maximize the effectiveness of the generator, to manage the load, improve battery state-of-charge and life, and minimize the system's impact on fuel economy. The electrical power management system performs 3 functions: • It monitors the battery voltage and estimates the battery condition. • It takes corrective actions by boosting idle speeds, and adjusting the regulated voltage. • It performs diagnostics and driver notification. The battery condition is estimated during ignition-off and during ignition-on. During ignition-off the state-of-charge of the battery is determined by measuring the open-circuit voltage. The state-of-charge is a function of the acid concentration and the internal resistance of the battery, and is estimated by reading the battery open circuit voltage when the battery has been at rest for several hours. The state-of-charge can be used as a diagnostic tool to tell the customer or the dealer the condition of the battery. Throughout ignition-on, the algorithm continuously estimates state-of-charge based on adjusted net amp hours, battery capacity, initial state-of-charge, and temperature. While running, the battery degree of discharge is primarily determined by a battery current sensor, which is integrated to obtain net amp hours. In addition, the electrical power management function is designed to perform regulated voltage control to improve battery state-of-charge, battery life, and fuel economy. This is accomplished by using knowledge of the battery state-of-charge and temperature to set the charging voltage to an optimum battery voltage level for recharging without detriment to battery life. The Charging System Description and Operation is divided into 3 sections. The first section describes the charging system components and their integration into the electrical power management. The second section describes charging system operation. The third section describes the instrument panel cluster operation of the charge indicator, driver information center messages, and voltmeter operation. Charging System Components Generator The generator is a serviceable component. If there is a diagnosed failure of the generator it must be replaced as an assembly. The engine drive belt drives the generator. When the rotor is spun it induces an alternating current (AC) into the stator windings. The AC voltage is then sent through a series of diodes for rectification. The rectified voltage has been converted into a direct current (DC) for use by the vehicles electrical system to maintain electrical loads and the battery charge. The voltage regulator integral to the generator controls the output of the generator. It is not serviceable. The voltage regulator controls the amount of current provided to the rotor. If the generator has field control circuit failure, the generator defaults to an output voltage of 13.8 V. Body Control Module (BCM) The body control module (BCM) is a GMLAN device. It communicates with the engine control module (ECM) and the instrument panel cluster for electrical power management (electrical power management) operation. The BCM determines the output of the generator and sends the information to the ECM for control of the generator turn on signal circuit. It monitors the generator field duty cycle signal circuit information sent from the ECM for control of the generator. It monitors a battery current sensor, the battery positive voltage circuit, and estimated battery temperature to determine battery state of charge. The BCM performs idle boost. Battery Current Sensor The battery current sensor is a serviceable component that is connected to either the negative or positive battery cable at the battery. The battery current sensor is a 3-wire hall effect current sensor. The battery current sensor monitors the battery current. It directly inputs to the BCM. It creates a 5-volt pulse width modulation (PWM) signal of 128 Hz with a duty cycle of 0–100 percent. Normal duty cycle is between 5– 95 percent. Between 0–5 percent and 95–100 percent are for diagnostic purposes. Engine Control Module (ECM) When the engine is running, the generator turn-on signal is sent to the generator from the ECM, turning on the regulator. The generator's voltage regulator controls current to the rotor, thereby controlling the output voltage. The rotor current is proportional to the electrical pulse width supplied by the regulator. When the engine is started, the regulator senses generator rotation by detecting AC voltage at the stator through an internal wire. Once the engine is running, the regulator varies the field current by controlling the pulse width. This regulates the generator output voltage for proper battery charging and electrical system operation. The generator field duty terminal is connected internally to the voltage regulator and externally to the ECM. When the voltage regulator detects a charging system problem, it grounds this circuit to signal the ECM that a problem exists. The ECM monitors the generator field duty cycle signal circuit, and receives control decisions based on information from the BCM. Instrument Panel Cluster The instrument panel cluster provides the customer notification in case a concern with the charging system. There are 2 means of notification, a charge indicator and a driver information center message of SERVICE BATTERY CHARGING SYSTEM if equipped. Charging System Operation The purpose of the charging system is to maintain the battery charge and vehicle loads. There are 6 modes of operation and they include: • Battery Sulfation Mode • Charge Mode • Fuel Economy Mode • Headlamp Mode • Start Up Mode • Voltage Reduction Mode The engine control module (ECM) controls the generator through the generator turn ON signal circuit. The ECM monitors the generator performance though the generator field duty cycle signal circuit. The signal is a pulse width modulation (PWM) signal of 128 Hz with a duty cycle of 0–100 percent. Normal duty cycle is between 5–95 percent. Between 0–5 percent and 95– 100 percent are for diagnostic purposes. The following table shows the commanded duty cycle and output voltage of the generator: Commanded Duty Cycle Generator Output Voltage 10% 11 V 20% 11.56 V 30% 12.12 V 40% 12.68 V 50% 13.25 V 60% 13.81 V 70% 14.37 V 80% 14.94 V 90% 15.5 V The generator provides a feedback signal of the generator voltage output through the generator field duty cycle signal circuit to the ECM. This information is sent to the body control module (BCM). The signal is PWM signal of 128 Hz with a duty cycle of 0– 100 percent. Normal duty cycle is between 5– 99 percent. Between 0–5 percent and 100 percent are for diagnostic purposes. Battery Sulfation Mode The BCM will enter this mode when the interpreted generator output voltage is less than 13.2 V for 45 minutes. When this condition exists the BCM will enter Charge Mode for 2–3 minutes. The BCM will then determine which mode to enter depending on voltage requirements. Charge Mode The BCM will enter Charge Mode when ever one of the following conditions are met. • The wipers are ON for more than 3 seconds. • GMLAN (Climate Control Voltage Boost Mode Request) is true, as sensed by the HVAC control head. High speed cooling fan, rear defogger and HVAC high speed blower operation can cause the BCM to enter the Charge Mode. • The estimated battery temperature is less than 0° C (32°F). • Battery State of Charge is less than 80 percent. • Vehicle speed is greater than 145 km/h (90 mph) • Current sensor fault exists. • System voltage was determined to be below 12.56 V When any one of these conditions is met, the system will set targeted generator output voltage to a charging voltage between 13.9–15.5 V, depending on the battery state of charge and estimated battery temperature. Fuel Economy Mode The BCM will enter Fuel Economy Mode when the estimated battery temperature is at least 0°C (32°F) but less than or equal to 80°C (176°F), the calculated battery current is less than 15 amperes and greater than −8 amperes, and the battery state-of-charge is greater than or equal to 80 percent. Its targeted generator output voltage is the open circuit voltage of the battery and can be between 12.5–13.1 V. The BCM will exit this mode and enter Charge Mode when any of the conditions described above are present. Headlamp Mode The BCM will enter Headlamp Mode when ever the headlamps are ON (high or low beams). Voltage will be regulated between 13.9–14.5 V. Start Up Mode When the engine is started the BCM sets a targeted generator output voltage of 14.5 V for 30 seconds. Voltage Reduction Mode The BCM will enter Voltage Reduction Mode when the calculated ambient air temperature is above 0°C (32° F). The calculated battery current is less than 1 ampere and greater than −7 amperes, and the generator field duty cycle is less than 99 percent. Its targeted generator output voltage is 12.9 V. The BCM will exit this mode once the criteria are met for Charge Mode.

Alternator isn't controlled by an old school voltage regulator. The ecm controls the alternator. The output is based on a long list of things monitored by the ecm/bcm, so output variation is normal. If the alternator isn't performing correctly -- computer is going provide a message.

Same here.

Maybe it's in regen, and can't get it done when it's -50C? I thought MB was getting record cold? How often did you run the 2017 in -50C? I'd be wanting to know how it does at -20C to 0C range before abandoning it. Winter fuel doesn't help mileage, but it's certainly more than just a winter fuel issue.

Curious why you folks don't just use your phone as a hot-spot?

for factory equipped: 2021 1500 - Available on LTZ and HC only: 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 1 - Requires (CWM) Technology Package. Includes (DP9) chrome mirror caps. Same deal with the power folding standard size mirrors

If ordering from factory, the current code/description is : 9L7 Upfitter switch kit, (5), Provides 3-30 amp and 2-20 amp configurable circuits to facilitate installation of aftermarket electrical accessories. Kit with all required parts will be shipped loose with the truck for installation by the dealer or upfitter at customer expense. Installation instructions and technical assistance available at www.gmupfitter.com. Current generation kit is available on all HD trims, and all note about being shipped loose. Previous generation it showed as available on base trims only and there was no note suggesting dealer/customer install required

It may have an exhaust leak if it still smells on occasion. Or leak in fuel supply to/at the 9th injector -- if any gets on outside of the exhaust it will smolder/smoke/smell. Early LML's sometimes got a leak at the exhaust joint after the 9th injector and then smoke during regen. There were many many pages of posts/threads about this on the dmax forums.

I think (but of course can't prove) that's common. I also think there is a lot of 'recreational' block heater use.

Dealer should do whatever it takes service wise to make the customer happy as far as changing to oil suitable for location/temps of usage. The 'Upfitter' switches can be factory ordered or dealer ordered -- either way there are dealer (at extra cost) installed or customer installed. (the factory does NOT install them). GM Upfitter website has instructions for install. Not sure if the instructions are also supplied with the kit.

Shouldn't change power. There is an extra fuel injector in the exhaust (after the turbo) that supplies the fuel for the heat for regen. Yes it will drop the fuel economy during the approx 20 miles it takes for regen. Yes the exhaust will sound different. Not sure how new your ride is, but the smell from grease/oil/coatings burning off exhaust components should disappear over time.

Check with the dealer, but I've ran dmaxes and followed several dmax forums for about 15 years and don't recall ever hearing that the factory installs anything other then CJ-4 or CK-4 15W-40. Cut and paste from 2021 6.6L Dmax Supplement: Viscosity Grade Use SAE 15W-40 viscosity grade engine oil. When it is very cold, below −18 °C (0 °F), use SAE 5W-40 to improve cold starting. These numbers on the oil container show its viscosity, or thickness. When selecting an oil of the appropriate viscosity grade, always select an oil of the correct specification. See “Specification” earlier in this section.

The manual actually says the thermostat "may" exist. An internal thermostat in the plug-end of the cord may exist, which will prevent engine heater operation at temperatures above −18 °C (0 °F).

Mine doesn't wiggle/move around. I've had this truck for about 3 months. I hadn't used the camera mirror. Quite by coincidence when I was out yesterday I remembered about it and gave it a try. All 3 settings were not to my liking, but especially the the camera up/down and the zoom. (at first I was gonna adjust the position of the mirror, but then recalled the camera adjustments) I'll give it a longer try, but so far not not sure if I'll switch to usually running the camera or stick with the 'normal' mirror.

Watching posts from new members, it seems that people generally join cuz they are enthusiasts or have a problem and want an opinion. Often, after a few posts about the problem, many disappear - perhaps not even posting back about the resolution to the issue. They rarely have come hunting for a forum to join to make a post about how good the new truck is. So it seems there is amplification of problems by the forums, as you last line suggests. Don't forget that GM is building about 3000 full size pickups per week (they plants don't run 52 weeks per year) GMC/Chev are mixed on the line. The items that make them trucks are the same. The rest is just trim. When a frame leaves the supplier or an engine leaves GM powertrain plant, no one knows if it's going into a chev or gmc and no one know what trim level the truck is going to be. (well, ok, some engines only go in certain levels...)

There is a long list of things that can make autostart not function, or allow it to restart before releasing the brake. Auto Stops may not occur and/or Auto Starts may occur because: . The climate control settings require the engine to be running to cool or heat the vehicle interior. . The vehicle battery charge is low. . The vehicle battery has recently been disconnected. . Minimum vehicle speed has not been reached since the last Auto Stop. . The accelerator pedal is pressed. . The engine or transmission is not at the required operating temperature. . The outside temperature is not in the required operating range. . The vehicle is in any gear other than D (Drive). . Tow/Haul Mode or other driver modes have been selected. . The vehicle is on a steep hill or grade. . The driver door has been opened or the driver seat belt has been unbuckled. . The hood has been opened. . The Auto Stop has reached the maximum allowed time. Auto Stop Disable Switch If equipped, the automatic engine Stop/Start feature can be disabled and enabled by pressing the switch. Auto Stop is enabled each time you start the vehicle. When light is illuminated, the system is enabled.

Initial Drive Information Transmission Cold Operation (8-Cylinder Pickup Models Only) When temperatures are very cold, the transmission will prevent certain operations to protect against damage. The information below shows shift range availability based on transmission oil temperature: . All shift ranges available at −25 °C (−13 °F) or above. . 2 (Second) and 3 (Third) shift ranges only at −35 °C (−31 °F) to −25 °C (−13 °F). . 2 (Second) shift range only at −35 °C (−31 °F) or lower. Torque converter clutch operation will also be prevented when air or transmission oil temperatures are below certain levels. For areas where ambient temperatures are below −40 °C (−40 °F), use synthetic transmission fluid approved to Allison Transmission specification TES-295. See Recommended Fluids and Lubricants 0 126 and Automatic Transmission Fluid 0 95. Adaptive Shift Controls (8-Cylinder Pickup Models Only) The shift quality of a new vehicle may not be ideal because the Adaptive Shift Control process may not have determined the best settings for a particular shift or condition. Shift quality will improve with continued driving. Low Traction Mode (All Models) Low Traction Mode aids in vehicle acceleration on slippery road surfaces such as ice or snow. By selecting 2 (Second) using Range Selection Mode while at a stop, the transmission will limit torque to the drive wheels to prevent slippage. Chevrolet/GMC Duramax Diesel Supplement (GMNA-Localizing-U.S./Canada11354421) - 2018 - CRC - 10/10/17 Heater Performance Mode (8-Cylinder Pickup Models Only) When cold weather conditions are detected, the transmission raises part throttle upshift points after the 1 (First) to 2 (Second) upshift to increase engine speed. This feature shortens engine and cab warm up times. When the transmission is in this mode, upshifts may be delayed. This is normal and does not indicate an operational problem. Four-Wheel Drive (8-Cylinder Pickup Models Only) When operating in 4 n (Four-Wheel-Drive Low), there is a very deep gear reduction. The resulting shifts will feel exaggerated imo, Kinda makes sense that the same Heater Performance logic would apply to the 2.7L T.