I actually hope they do. That's one feature on the truck that I personally have no use for and would be happier if it wasn't there in the first place. Sunroof is the other one, but the truck I found on a lot has that too! BTW, I did have a truck with the heated washer recall. I actually loved that feature and never had that recall done until I was ready to sell the truck.
By reading through enough of the attachments, this recall is going to give you more hydraulic brake boost (not through vacuum) when the mechanical vacuum pump is struggling to keep up, but has not yet under performed enough to show a low vacuum pressure fault. I didn't realize the system had this capability, but seems to me like they are using the ABS solenoids to increase brake boost when the mechanical vacuum pump doesn't have enough boost. The way I read it, this recall does not directly address the cause of the failing vacuum pumps (claimed to be sludge buildup on oil inlet screen), instead it just attempts to keep the stiff pedal situation from sneaking up on drivers and causing an accident.
The condenser is also a transmission cooler. It has two flow circuits in the same component so you’re going to lose a small amount of ATF when you remove the condenser. As to the dipstick, my understanding is that the 6 speed has a dipstick in the K2 trucks, but the 8 speed does not. On the 8 speed, there is a stand pipe on the plug in the pan and you fill through that pipe, but only after the fluid is up to temp and with the engine running on a level surface.
This is standard operation on any newer vehicle that doesn’t have a full door frame above the window. For example, Corvettes at least C6 generation and newer all do this as it’s the only good way to get the window glass to seal at the top. I’d say you received a window regulator that has incorrect programming in it and is responding to the door open message on the datalink when it should not be.
[email protected] BTW, I did try sending them another request after my first and second rejected attempts. Maybe they've changed their policy as they promptly responded with the build sheet on the third try.
You could always rent an open car trailer from UHaul. This would to much easier than the enclosed and give you better visibility. Cost likely wouldn’t be too bad either and would be partially offset by fuel usage. Biggest downside is the car would be able to get dirty in wet roads.
I believe the AFM lifter is designed to collapse - that's how it keeps the valves closed on that cylinder in V4 mode. The problem is that when it's in V8 mode there is a ledge that the spring pin engages and this ledge gets mushroomed. Once that happens, the lifter will collapse to go into V4 mode, but now the inner bore drags on the mushroomed ledge. In this condition, the lifter can no longer extend so that valve will not open in V8 mode. What's worse is that it also means there is now no preload on the valvetrain for that valve so you get a no follow condition on the cam. This is the rattle that you hear and can easily progress to lifter bore and cam damage. There is also a misconception that oil is fed to the AFM lifter in order to make it solid for V8 mode operation. This is the opposite of what's true as the oil pressure being fed to the lifter actually retracts the spring pins and allows the lifter to collapse. So, when someone says they have a "collapsed lifter", what it really means is that their AFM lifter has collapsed and will not extend on it's own like it should during every single combustion event of V4 mode.
RE1, Wow, you sure jumped to derogatory name calling quickly. Apparently the way you were raised there can only be one point of view on anything and it's acceptable to sling mud at anyone who has a different opinion......way to act with class. I expressed an opinion that MAY help the OP make a decision to a question he asked and at the very least it highlighted a difference that he may not have been aware of. I'll not be checking this thread again so don't bother responding to me!
Except for every time you pull up to a pump and have to pay significantly more for the premium fuel that the 6.2 requires and the 5.3 does not. I have a Vette with a 6.2 and I purposely sought out a Denali with a 5.3 when I purchased my current truck. Premium fuel was one of the key factors in this decision for me.
The good news here is that the GM Canada Recall is calling the fuse removal only an Interim Solution. That means they know this is only temporary and are still working toward something they can do as a long term solution. BTW, if they extend this to a final solution, I’d expect that they’d offer some form of compensation like they did for the Heated Windshield Washer Fluid feature on the GMT-900. When they removed that feature from trucks due to fires, they handed each owner a $100 check for the loss of a feature they paid for.
I looked at my ‘18 Denali and it has cloth on both seats facing the center console. I’m one that really hates squeaks and rattles so I’m happy to not have leather in that contact area.
As to some of the acceleration "complaints" with the 19's, I just wanted to point out that this might be due to an effective gear ratio change. For comparison's sake, lets talk about a 2018 5.3 with 8 speed trans and a 2019 5.3 with 8 speed tans. The 2018 has 3.42 gears and the 2019 has 3.23. This represents about a 3% change in gear ratio. In addition to this, if they both have the 20" wheel option, the 2018 will be a 275/55/20 while the 2019 will be a larger 275/60/20. This is about an effective 3.5% change in gear ratio. When you combine these two factors, you end up with a 6.5% change in gear ratio. This is getting pretty close to the difference between 3.08 and 3.42 gears and I'm sure we'd all agree that the 3.08's are only good for mileage unloaded. So, with the same horsepower under the hood and this large of a ratio change, it shouldn't be surprising that one of them feels like it has more pep in it's step.....
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