stlchevy61

Go for the 10-spd. I have a 2024 3/4 ton and 1 ton dually. We are now at over 100k miles between the two. The 3/4 ton doesn't tow as much and I have had zero issues. The 1 ton tows a couple times a week, 10-16k depending on the machine I am moving. Both trucks are used for construction and also spend time at the farm, have been great. Had an issue with the 1 ton and GM replaced the valve body in the transmission, it was down for 3 weeks which sucked, but it was all covered. It tows great and I really like the 6.6 L8T. Maintenance has been easy, I do all oil and fluid changes myself. The front end is greasible, so make sure you keep everything lubed up. On our 2018 3/4 ton with the 6.0 I just had to use our unlimited powertrain warranty. I thought the warranty would never actually pay, but once they saw the engine was spotless inside at 180k and the only issue was a failed camshaft bearing, they paid 12k for a new engine. Always thought those warranties were a scam, but if you are diligent about maintenance and keep track of your records, they are great. Many of the oil changes were self performed, but I had all the receipts from buying the oil and filters, and had a log with the mileage I changed it at.

Alright so this one ended up being a different TSB that was not related to the transmission at all. It was the O2 sensor wire that got too close to the exhaust and melted. I guess the 5v reference wire melted, shorted out and caused about 200 codes to populate and the truck to go into limp mode. https://static.nhtsa.gov/odi/tsbs/2024/MC-10253570-0001.pdf

So I got my truck back 2 weeks ago. It was running fine, towed well on a trip up to the farm with 16k on an equipment trailer. Then, hours after towing, I went to get groceries and the transmission took a complete dump on me on the way home. Turned on to the road and it went into some super weird limp mode where it would only go about 10mph, was unresponsive to throttle input and would just randomly lurch forward. It was quite difficult getting it off the busy road. Tried disconnecting and reconnecting the battery to see if it was something dumb in the computer. It worked for about 100 feet and then went back into limp/lurch mode. So I had it towed to the dealer on the Sunday of Memorial Day weekend since I didnt want it sitting on the side of the road. Dealer got back to work today so it is in the hopper to get looked at. My service advisor has been absolutely amazing through this process. The initial 3 weeks it was laid up really sucked since this is a commercial truck and our primary equipment hauler, but he really did his best to expedite the repairs. We will see what comes of this visit. I have no doubts that my dealer will be great, the shortfall will come with big GM who refuses to admit they have some sort of issue with this transmission. Just all TSBs with no increased parts support.

There is a TSB https://static.nhtsa.gov/odi/tsbs/2025/MC-11014081-0001.pdf My truck slipped and slammed into a low gear while accelerating through like 40mph while towing about 10k. I have 90k between my 24 2500 and my 24 3500 and never had this happened so I started searching and found this TSB. This happened in my 24 3500 with 28k on it. Sent it to the dealer and put this TSB in my write up with the symptoms I had. After the main big slip it continued to shift odd and had delayed engagements. Truck has been at the shop 2 weeks. Waiting to find out lead time on parts. My service advisor is pretty great so I have a lot of faith he will get it figured out under warranty. But I know the truck will be laid up for a while. edit: realized this is a 1/2 ton thread but leaving the reply nonetheless, sorry I’m on my phone!

There is a TSB. https://static.nhtsa.gov/odi/tsbs/2025/MC-11014081-0001.pdf My 24 3500 dually L8T with 28k on it had these symptoms so I dropped it off last week. Waiting on parts. It started while I was towing, tranny slipped and slammed into gear during a normal acceleration. I don’t pedal mash either, was towing about 10k at the time. It “slipped”, engine RPMs shot up and then it slammed into a low gear at about 40mph. From then on I was noticing odd downshifts and delayed engagement.

I can definitely see the engineers were giving us more ground clearance with the cost being a tranny service that is a bit of a bear. But, this one was far easier to wiggle out than when I did my 2015 1/2 ton tranny service many moons ago. On the refill, yes i kept track and kept my my siphon rig at the ready as I did the check procedure. I remember it being a bit of a pain but not too horrible. Only burnt my hand once, but that was due to my own stupidity.

Hey Chuck, I did the work all myself. Had the truck on jack stands so nothing special. I do have a nice large warehouse with a poured floor would be the only advantage over being on a driveway. There is a really good youtube channel, Adventure & Repeat who has a great series of videos for working on these trucks. I followed his video for the transmission fluid and filter swap. I think i just disconnected one exhaust hanger and that gave me enough clearance to wiggle it out. His use of the small siphon to refill the transmission works well too, still a bit of a PITA and I think next time I will opt for the AMSOil flexible bags of their synthetic ulv atf fluid. For buying the fluid, gasket and filter I went through the GM parts website. It let me compare the dealers in my area, and one of them was selling all I needed for way cheaper than I could get it online. So I bought all ACDelco brand fluid, gasket and filter straight from the dealer parts counter. Cashed in my GM points to make it "free." Be careful not to over-torque the tranny pan bolts when putting it all back together, the heads snap off when given a bit too much elbow grease. Here is the video:

Every couple oil changes I have started sending a sample to Blackstone Labs to track engine wear over time. These are from my 24 3500HD that I got back in May. I use it haul and tow quite a bit. Both on the farm and in construction. So it sees the full spectrum of conditions. I use Mobil 1 Truck and SUV. The original test was on the break in oil. Thought I would share so everyone can see break in oil vs a normal change. The TBN was high enough that they said I am safe to run 7-8k on the next change.

I have 44k on a '24 2500HD, no issues, haul construction equipment (about 12-14k) weekly minimum. City driving, highway, farm and jobsite. I have had no issues with the powertrain. I changed the trans fluid and filter at about 38k. I also have 17k on a '24 3500HD. No issues there either. Tow a bit heavier and handles it great.

So I put this on reddit and the consensus was that the TPMS sensors from a 2022 3/4 ton are not compatible with a 2024. I wanted to post here to see if anyone had more experience and to affirm what some commenters said on reddit. I have a 2024 WT and I grabbed some wheels off a 2022 LT from marketplace (tons of people in California selling factory take offs with barely used tires for like $600). I tried using the cheap little TPMS relearn tool but had no luck. Do I need to just have a tire shop reprogram the 2022 sensors? Or do I need to have them yank the 2024 sensors out of my steelies and put them in the 2022 wheels?

Do you have any pics of your set up? Very interested in doing this on my truck.

one of the photos isn’t showing up. Will try to upload one more

Ya like it was stated above, the rocker mounts are pretty solid now. Installed these Luverne Grip Steps in about 40 minutes. No need for a helper or anything. These steps seem really well made. We will see how they do over time.

They said the only option they have is the rocker mount. I really like the design of the grip step so I think I'll get them then fab some different brackets.

Old thread but chasing this down for a 2024 2500 Double Cab. Put in a "contact us" to Luverne. I see on their running boards for GMT800 trucks it looks like it uses the cab mounts for brackets. I will update this thread if they are able to provide me a solution that does not mount to the rocker.