As the title says: Has anyone been successful in adding the factory trailer brake system to their K2XX platform truck that wasn't equipped with it from the factory? I have a 2018 Silverado Z71 that did NOT come with the factory trailer brake controller/system and I would like to add it. I've read that in addition to installing the needed parts (trailer brake control module, dash control panel, etc), the IPC needs to be reprogrammed to work with it...??? Does anyone have any info on this?
Had a 2014 Sierra with an L83 in the shop the other day with this exact same problem (P0172 & P0175 fuel trim rich bank 1 & 2). Identifix says the cause is a leaking high pressure fuel pump. The high pressure fuel pump can leak fuel which is then sucked up by the PCV system and ingested by the engine (causing it to run rich, especially at idle). The test they give is to unplug and cap off the crankcase breather tubes that connect to the air box, and then unplug and cap off the PCV tube at the intake. If doing this causes the fuel trims to return to normal (near 0%), then the issue is most likely a leaking high pressure fuel pump. This particular 2014 Sierra had 160,000 miles on it so it is quite possible the seals in the high pressure fuel pump have gone bad.
.93 lambda equates to about 13.7:1 AFR which is still a bit lean for an N/A engine at WOT for my liking (I would prefer no leaner than 13.0:1 AFR), but not as terrible as 1.00 lambda (14.7:1) would be.
True, but I wasn't looking at my fuel trims at WOT. I was watching my narrow band B1S1 and B2S1 o2 sensor readings - and both were above 900mv during the WOT pulls (which would generally indicate richer than 12:1 AFR).
I've read quite a few articles on the pros and cons of oil catch cans. Some say you need them on DI (direct injected) engines (to help keep the intake valves from getting carbon buildup), others say you don't. So I did a little experiment on my 2018 Silverado L83 to see what would happen. I mounted 2 separate catch cans - one connected directly to both crankcase breather lines that come off of the valve covers with an open element breather filter on the catch can itself (plugged ports on air box the factory crankcase breather lines attached to). The other catch can is in-line of the PCV vacuum line. I drove the truck for 500 miles, mixed city/highway. The results were: Crankcase breather catch can was bone dry - not even a haze of oil film on the inside of the can. PCV catch can was a different story: There's probably 2 tablespoons of oil in there after 500 miles. I'm running Mobil1 0w20 full synthetic, engine has about 25,000 miles on it. Based on these test results, I think I can remove the crankcase breather catch can but I'm definitely keeping the PCV catch can.
I recorded a log yesterday. Flex fuel sensor was reporting 72.5% ethanol in fuel content, ambient (outside) air temp was 91 deg F. WOT narrow band o2 voltage was 868mv on B1S1 and 880mv on B2S1 (plenty rich). STFT on both banks was 0% at WOT and LTFT on B1 was -7.8% while LTFT on B2 was -9.4%. So it wasn't running lean at WOT in my case. If anything, the tune could stand to have a little fuel pulled out to correct for the negative fuel trim numbers.
Bought my 2018 Z71 with ~17k miles on it and noticed a clunking noise coming from the rear end when hitting bumps and turning corners. Turns out ALL of my leaf spring to rear axle U-bolt nuts were LOOSE. Torqued to factory specs and the clunk is gone.
I might have some time to do some datalogging on my truck later today, if I do, I'll get back to you with my findings. Please let us know what you come up with on your suspected fuel line kink issue.
No, I haven't logged my fuel trims. But this fuel line is the factory part for flex fuel trucks - if it is causing a bottleneck to fuel flow at WOT, wouldn't it do so on all factory flex fuel trucks equipped with this same fuel line???
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