dbrobins27 started following Oil Filter for 2014+ conflicting info., Too many issues for a newer well maintained truck, misfire/hesistation/poor accerlation after highway drive?? HELP and and 6 others
I feel your pain my 2014 4x4 CC LTZ w/ 5.3 with 86k miles has had the following: 85.6k - AC condensor replaced, oil cooler lines replaced. 79.9k - Brake Vacuum Booster replaced. 43.7k - AC compressor failure/replaced. 41.k - Rack and Pinion assembly replaced. This is my 4th Silverado the others being a 2002, 2006, 2010 and this has been in the shop for more mechanical failures than the others. The 2006 was the best with 160k and no visits to the dealer other than a water pump leak within the first 3k. You can see the pattern that I get a new truck every 4 yrs and this year is no exception. With the out of warranty issues that I have had so far I havent had a lot of confidence to keep this one any longer and being that this could be related to a new model year(2014) I am not willing to chance it with the new 2019's. I really dont want to be paying out of pocket for a motor or trans. I am going to give a ford a shot this next time around and see how it goes.
dbrobins27 replied to alkaspeltzar's topic in 2014 - 2018 Chevy Silverado & GMC SierraId like to follow along as well as I have been having the exact same issue. When I get off of the highway from my daily commute that first acceleration away from the stop light it pretty much bogs down in second gear for a few seconds then picks up. I have noticed that if the ramp is backed up and I have a few stop an go cycles before getting through the light then all is fine.
I had the same thing happen over the weekend. While sitting in stop and go traffic and easing forward the pedal became hard to push and there was little power assist. Once I got moving it didnt return until I was pulling into a parking space later and the same thing happened so I have narrowed it down to low speeds and it does it more frequently in reverse. I suspect it to be the vacuum pump as others have mentioned here but i will find out as its at the dealer for service tomorrow. For what its worth mine is a 2014 CCSB 5.3 4x4 with 80k.
I have a 2014 Silverado 1500 built in May of 2014 with 78k miles. A couple of weeks ago I had to get a new battery. I noticed over a couple of days that it was just starting to turn over a little slower than usual but it wasn’t like a struggle. Just a little slower. It cranked up fine one trip and an hour later it didn’t have enough power to turn over. If you think it’s slowing down go ahead and replace so it doesn’t leave you with a dead battery at bad time.
I had a similar situation at about the same mileage as you. I noticed that the noise was reduced if not eliminated when I filled up with 89 or higher octane. I ended up trying a can of CRC GDI intake valve cleaner as i thought it may be related to some carbon buildup. I switched back to 87 octane after the cleaning for a few tanks and the pinging isnt eliminated completely but it is significantly reduced. I think i will try the BG induction service next and see how that goes. There is some more info in this conversation:
Those 275/55-20 have about a 14lb difference per tire with the BFG being the heavier tire(54 lbs). I put on a set of the BFG's to replace the OEM Bridgestones and while the tires were quiet and smooth, I lost about 2 mpg. My next set of tires will be the Defender LTX(40 Lbs).
Following up on this topic, since I originally chimed in about 8k miles ago(75k on a 2014 5.3) I have been paying closer attention to the pinging noise vs. octane of fuel used. I definitely hear the pinging noise with the 87 octane and it is noticeable less or even non existent with 89 octane and higher. During this time I have also towed a 4k lb trailer with and without the higher octane and confirmed that the higher octane reduces the pinging noise. I have also developed a rough idle. Last week I took the opportunity to clean the throttle body and remove some build up around the throttle plate and ran a can of the CRC GDI Valve cleaner spray through the PCV port on the drivers side of the intake and after doing that truck is running fine with no pinging on 87. Lots of folks may discount the effects of octane or carbon buildup or the ability to hear pinging with knock sensors but I am fairly certain of what I hear and can make direct connections to when/what factors contribute to it and I can say as of today the issue is cleared up. Hopefully others that believe they have this issue can also clear it up with a $15 can of cleaner or take it somewhere and do another type of induction cleaning.
I have noticed the same thing. A good bit of pinging on 87 and when I run 89 it clears it up and is much more responsive. I have tried 93 and didn't feel as much difference as 87 vs 89. I have about 67k on a 2014 5.3
I got the same feedback from the dealer when I went in for a TSB repair. I am at 70k miles and just bought all of the stuff off of amazon to do the trans filter and fluid, front and rear diffs and transfer case. All parts/fluids were AC Delco and cheaper than i could get locally. It was $180 worth of materials and 3 hours of my time. I am going to hold off a bit on the brake flush and do that when I need to change brakes. They wanted $150 just for that service.
Thanks for your insight. I suppose my original post was more or less quoting the bulletin below that oil pressures had been increased, therefore filter specs were also improved. Perhaps my wording of oil pump design wasn't appropriate. Regardless to update those that are interested, the folks at WIX did call me and said they are looking into the information and they will get me a formal response soon.
Thats the confusing part. The factory installed filter is PF-63, The service filter that GM recommends is PF-63E. PF-63E has the different bypass pressure specs. So most of the parts providers recommend a filter that is comparable or equal to the PF-63. There are a couple out there that based on the model year and engine specify a filter with the revised bypass pressure spec. Here is a bulletin or document I found: http://www.corvetteactioncenter.com/tech/knowledgebase/article/2012-2017-corvette-service-bulletin-17-na-157-information-on-spin-on-oil-filter-replacement-for-gas-engines-designed-with-new-oil-pump-control-systems-1363.html I have an email into wix to see what they have to say about the 57045 not meeting the pressure specs of the PF-63E.
Hi All, After using up my dealer provided oil changes, I am ready to take on the tasks myself. I have read lots of info on people disliking the PF63E due to the construction of it, but it seems that besides having some material changed, it also has a pressure relief change to 22psi from 15psi. I have always liked WIX filters so I ordered a few 57045XP as those are listed as a cross reference for PF63E. In doing a little more research and making sure I had a good quality filter, i found a reference document that stated due to the oil pump design, a filter with less than 15psi bypass pressure shouldnt be used. So my dilemma is: Should i just use the PF63e? Will the Wix 57045xp be acceptable although they list the pressure as 12-15psi? A Wix 57502xp meets the pressure requirement of 22psi, but doesnt show as a cross reference for PF63E. It does cross reference a Hastings LF461 or Baldwin B7449 which show as being direct replacements for our trucks. Although the 57502xp meets the spec's it doesnt show as a PF63e replacement? Would you use anyway? Lots of conflicting info out there and I just want to make sure I have the proper filter on there. Thanks for your advice!
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