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Bluedog

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  1. GM Customer Care called this morning, and long story short, GM has no known repair for the steering wheel "oscillation" that seems to affect a significant number of trucks. They also reiterated that it is "normal" for the steering wheel to shake, so there is no defect to claim a buyback. What that means is if you have had the TSB completed that is referenced in this thread, and you still have this problem, you're simply out of luck as far as GM cares. The rep even stated that GM engineering nor TAC are even working on a fix at this time. Great. An $80K truck with a shaking steering wheel as an engineered "feature."
  2. Verbatim from GM: "The condition is considered normal, so there would be no cause for a buyback." In other words, GM doesn't consider this a defect, so there really isn't a problem. Again, GM washing their hands...
  3. Truck back from the 4th visit at the dealer to correct the shimmy issues I'm having. Long story short, GM has notified the dealer that this is a "normal operating condition" and it will not pay for further warranty work on this problem. You read that right - GM is now saying that steering wheel shimmy is a feature, and not a defect. It must be a widespread problem, as I drove 4 brand new trucks on the lot, and all of them had the same issue, one was better, the other three were worse. What this really means is GM has no fix for the problem and they are trying to wash their hands of it. In all fairness the customer relations person I have been working with has been great at coordinating the dealer, field engineers and TAC to find a resolution. In the end though, TAC has indicated there is nothing else that can be done. I recommend that everyone that has this problem call GM at 800-462-8782 and ask for the case to immediately be escalated to the Executive Customer Relations team. Don't take no for an answer. Also, since this problem seems not to matter to GM, report the issue to https://www-odi.nhtsa.dot.gov/VehicleComplaint/ as a safety concern. I can't express how disappointed I am with GMs response to this.
  4. Dealer has put the scope on during three of the visits. Shows it is not a tire problem, although it surely must be considered. As per the bulletin, the dealers applied the new calibration as the Y-axis was below 25mg. As I stated above, the calibration did nothing to help the condition. Multiple tire balances and road forces have not either. This is clearly a manufacturing / engineering defect for which GM does not seem to have an adequate repair. I have contacted GM customer service (basically useless) requesting GM TAC work directly with the dealer to rectify this issue when the truck goes in for the FOURTH visit this week. My dealer is doing the best he can, but when GM won't work with him - other than pointing to a bulletin that does not correct the problem, then its incumbent for GM to step up to the plate and provide a fix, or take the truck back. We'll see what happens. Where I live, its an hour drive each way to the dealer, and they will not offer a rental, so I have to sit there and wait. What a s*** show this has become. And MTU Alum - if you would forward this to whoever might actually have a clue, I'd be grateful...
  5. The steering calibration did not fix the first condition, it still exists, with no improvement. At all. I would think that after 4 separate attempts to balance tires and road force at three different facilities, including two certified GM dealers, that issue would be corrected as well. Included is the replacement of one tire - that GM declined to replace under warranty and I had to take care of myself - at my cost. I take the truck in for the fourth visit next week about this issue, and a few others due to poor workmanship. The dealer knows they have done everything they can to fix the steering, and they are unable to get straight answers from GM on what to do next. But they are documenting everything in case I need to take further action. GM knows this is a problem with these "difficult to balance" crap tires, as acknowledged by the post quoted above. How about they just start replacing them with another brand. This seems to help the majority of people who have done it. However, after paying $80K for a truck, I loathe the idea of spending another $1250.00 to put decent tires on it to correct a problem that GM knows about, and yet chooses to do nothing about. At this point - #GMsucks
  6. Back from the dealer for an alignment - seriously out from the factory and rebalanced all four wheels. Shake is still there. Service manager claims it is a widespread problem, and they have had no success at all with things improving after the software update process. GM keeps telling them its not a tire problem, and the update takes care of the issue. Well, it didn't on mine for sure. Isn't there someone on this board that works for GM? MTUgrad maybe? I'd like to actually talk to someone at GM that might know whats going on instead of their mindless customer service reps that do nothing...
  7. I've had one front tire replaced, all balanced and road forced twice, and the update applied. No difference at all. Steering wheel still shakes like hell when just a bit of turn is applied from center. It almost feels like my traverse does when the lane correction kicks in. It feels like the electric steering is fighting itself trying to find the steering center. C'mon GM - its a pretty common problem, and the "fix" - doesn't. Pretty disappointing, especially with a dealer service department that insists they have fixed the problem, but then readily accept it is still there when forced to take a test drive. BTW - nailed the mechanic for shagging the hell out of my truck and taking it to the local Sonic for lunch by using the myGMC app. Just an FYI.
  8. The front drive shaft will turn no matter what transfer case you have unless you have locking front hubs - that are unlocked.
  9. Magnuson-Moss Warranty Act has no bearing in this situation. The Duramax truck warranty as written is dependent on the truck having the GM-approved programming. If it doesn't, the warranty is void. And yes I do personally know of at least three Duramax trucks that have come through our shop with blocked warranties. Once the warranty is blocked through VIS, there is no way to reverse that decision. And we will do no warranty work on engine / driveline without checking the ECM calibration, because if we don't, we won't get paid for the repair. Your best bet is to google "replacement GM ECM" and purchase a new stock ECM to replace yours. With the low amount of mileage on your truck you may get away with the fact the regen cycle record is off. Hopefully the TCM maximum torque parameter is not too far over the limit. Take the EDGE off and throw it into a drawer until your warranty is up. Then you can play. BTW - you do know that you can't just "remove" the dpf - correct? You have to use a tuner like EDGE to suppress the codes that will be thrown so the engine will run. But that gets you to where you are now - no warranty. Good luck.
  10. You might want to look at your warranty statement included in the the Duramax supplement before you open your mouth. It clearly says that the use of any device that alters the parameters of the stock configuration will VOID your warranty. PERIOD. You might have screwed GM over with your Vortec, but you won't with a Duramax. GM doesn't have to prove that the tuner damaged anything, only that you had one on the truck. For your reference: #08-06-04-006G: Identifying Non-GM ECM Calibration Usages and Power-Up Hardware Detection for Duramax Diesel Engines-Photograph Tech 2 Calibration IDs and CVNs and Trans Data Screen Before Removing Engine/Trans - (Nov 9, 2009) Subject: Information on Identifying Non-GM ECM Calibration Usages for Duramax™ Diesel Engines RPOs LBZ, LLY, LMM and Power-up Hardware Detection for Duramax™ Diesel Engine RPO LMM -- Photograph Tech 2® Calibration IDs and Calibration Verification Numbers (CVNs) and Transmission Data Screen Before Removing Engine/Transmission/Drivetrain Components Models: 2005-2010 Chevrolet Express, Kodiak, Silverado 2005-2010 GMC Savana, Sierra, TopKick Equipped With Duramax™ Diesel Engine RPOs LBZ, LLY, LMM Please Refer to GMVIS Attention: In order to process an engine/transmission/drivetrain hard part WARRANTY CLAIM, you MUST photograph the required Tech 2® screen information BEFORE disassembly or removing engine/transmission/drivetrain components from the vehicle. This bulletin is being revised to add Tech 2® screen graphics and update the PQC and TAC contact procedure information. Please discard Corporate Bulletin Number 08-06-04-006F (Section 06 - Engine/Propulsion System). General Motors is identifying an increasing number of engine, transmission, diesel oxidation catalyst (DOC) and exhaust particulate filter failures that are the result of non-GM ( aftermarket Power-up Kits ) engine and transmission control calibrations being used. When alteration to the GM-released engine or transmission control calibrations occurs, it subjects powertrain and driveline components such as the engine , transmission, transfer case, driveshaft and rear axle to stresses that were not tested by General Motors. It is because of these unknown stresses, and the potential to alter reliability, durability and emissions performance, that GM has adopted a policy to cancel any remaining warranty coverage to the powertrain and driveline components whenever the presence of a non-GM calibration is confirmed - even if the non-GM control module calibration is subsequently removed. Warranty coverage is based on the equipment and calibrations that were released on the vehicle at time of first sale, or subsequently updated by GM or its dealers with approved calibrations. That’s because GM testing and validation matches the calibration to a host of criteria that is essential to assure reliability, durability and emissions performance over the life of the warranty coverage and beyond. Stresses resulting from calibrations different than those tested and released by GM can damage or weaken components, leading to poor performance and or shortened life. Additionally, non-GM issued engine control modifications do not meet the same emissions performance standards as GM issued calibrations. Depending on state statutes, individuals who install engine control module calibrations that put the vehicle outside the parameters of emissions certification standards may be subject to fines and/or penalties. This bulletin outlines procedures to identify the presence of non-GM (aftermarket) calibrations. GM recommends performing this check whenever a hard part failure is seen on internal engine, transmission, transfer case or rear axle components, and before disassembly, repair or replacement of an engine, transmission, transfer case or rear axle assembly under warranty. It is also recommended that the engine calibration verification procedure be performed whenever diagnostics indicate that the diesel oxidation catalyst (DOC) needs replacement. Note: BEFORE authorizing any Duramax™ diesel engine or transmission replacement, the PQC will require digital photographs of the following Tech 2® screens: • For RPOs LLY and LBZ only: Calibration ID Numbers and Verification Numbers from the Vehicle Information screen • For RPO LMM only: Calibration ID Numbers and Verification Numbers from the Vehicle Information AND the Programming History screen. • For RPO LMM only: Transmission Data screen containing the Max Transmission Calc Engine Torque parameter. Symptoms Caused by Aftermarket Power-up Kit Some customers may have reprogrammed the engine control module (ECM) with a non-GM released calibration. The Power-Up Kit engine calibration changes fueling and timing parameters and likely contributes to the following vehicle conditions: • Poor performance • Driveability concerns • Increased emissions • Black smoke (This symptom is not valid for the Duramax™ diesel engine RPO LMM equipped with the exhaust particulate filter. The filter will trap black smoke unless it is cracked, melted or has been removed from the exhaust system.) • Knocking noise • Engine damage (Refer to Corporate Bulletin Number 06-06-01-007C for additional information.) 2005-2007 RPO LLY and LBZ Instructions for Confirming Calibration Verification Numbers (CVNs) -- Power-up Kit Detection Important: In order to process an engine/transmission/drivetrain WARRANTY CLAIM , you MUST photograph the required Tech 2® screen information BEFORE disassembly or removing the engine/transmission/drivetrain components from the vehicle. Go to TIS2WEB Select: Calibration Information (SPS Info) Enter the VIN Select: Get Cal ID Select: ECM Engine Control Module Select: Next Select: Complete History Print Take the printout to the vehicle along with the Tech 2® Plug in the Tech 2® Go to diagnostics and build the vehicle Select: Powertrain Select: Engine *Select: Engine Control Module *Select: Module ID Information or I/M Information System if Module ID Information selection is not available. *If: I/M Information System was selected in step 15, it may be necessary to select: Vehicle Information in order to display the calibration information. *Steps may vary by engine controller. Compare the Calibration ID and Calibration Verification Number (CVN) to the CVN shown on the TIS2WEB printout. Although the part numbers will be the same for each, it is the CVN that will determine if the calibration is GM issued. The CVNs should be the same. ⇒ If the CVN information is displayed as "N/A" , it will be necessary to contact the TCSC to obtain the CVN information. ⇒ If the part numbers match and ANY CVNs DO NOT match the printout, it is likely that a non-GM certified calibration has been installed. ⇒ If ALL of the CVNs are EXACTLY the same the calibration is GM issued. Vehicle Information Screen Take clear digital picture(s) of the Tech 2® Vehicle Information screen(s) showing the VIN, the Calibration IDs and the Verification Numbers. Retain the printout information and the Tech 2® screen photographs with the repair order. 18.1. E-mail copies of the digital pictures to [email protected] In the subject line of the E-mail include the phrase "Duramax™ diesel", the complete VIN and Dealer BAC. In the body of the E-mail include the VIN, mileage, R.O. number and BAC. Include a brief description of the customer concern and cause of the concern. Note: The dealer will receive an email reply after the calibrations have been validated. The email reply will advise the dealer if the calibrations are OEM. 18.2. Allow two hours for the PQC to verify the calibrations and set up the case details. ⇒ If the PQC determines that the calibrations ARE aftermarket calibrations, DO NOT contact GM Technical Assistance to discuss warranty concerns on the aftermarket calibrations. ALL questions and concerns about warranty should be directed to the dealers Fixed Operations Manager (FOM), (Warranty Manager (WM) in Canada). 18.3. You may call the PQC two hours after submitting the required information for authorization to replace the assembly. This will provide them time to receive, review the information and set up a case on the request. Be prepared to provide all of the usual documentation that is normally required when requesting an assembly authorization from the PQC. 2007-2010 RPO LMM Instructions for Confirming Calibration Verification Numbers (CVNs) -- Power-up Kit Detection Important: In order to process an engine/transmission/drivetrain WARRANTY CLAIM , you MUST photograph the required Tech 2® screen information BEFORE disassembly or removing the engine/transmission/drivetrain components from the vehicle. For 2007-2010 applications, an engine control module (ECM) algorithm was implemented that records the engine calibration part number and calibration verification number (CVN) for the last 10 flash programming events. The ECM records the engine calibration part number because it contains the parameters for increasing torque and fueling rates. If a vehicle comes in for service for a driveability/powertrain concern as a result of a Power-Up Kit installation, the dealership technician can read the last 10 engine calibration part numbers and CVN history using a Tech 2®. The dealership technician will input each ECM calibration part number into the TIS2WEB/SPS CVN database to confirm the CVN history information. Refer to the following Tech 2® path table to verify the ECM calibrations. Build the vehicle with the Tech 2®. Select F0: Engine Control Module. Select F5: Module Identification Information. Select F1: Programming History. Turn On the ignition, with the engine Off. Press the ENTER Key to Continue. Important: An original production engine operation part number programmed in the ECM from the supplier, which is the last part number shown, would not be in the TIS2WEB/SPS database. Record the Calibration ID Numbers and Calibration Verification Numbers from the Tech 2® Programming History Screen. If the list of Calibration Part Numbers is less than 10, the first Calibration ID Number (bottom of the list) will not be in TIS2WEB/SPS CVN database. In this case, the first Calibration ID Number is programmed at the ECM production factory and is reprogrammed at the vehicle assembly plant. From TIS2WEB/SPS, record the Calibration Part Number into the CVN Database. Get the CVN. ⇒ If the CVN DOES NOT MATCH the CVN database, an unauthorized engine calibration part WAS PROGRAMMED into the ECM. ⇒ If the CVN MATCHES the CVN database, the calibration/s are GM issued and an unauthorized engine calibration part WAS NOT used. Programming History Screen Take a clear digital picture of the Tech 2® Programming History screen showing the VIN, Calibration IDs and the CVNs. Retain the printout information and the Tech 2® screen photograph with the repair order. Vehicle Information Screen 9.1. Take a clear digital picture of the Tech 2® Vehicle Information screen. Retain the printout information and the Tech 2® screen photograph with the repair order. 9.2. Take a clear digital picture of the Transmission Data screen that contains the Max Transmission Calc Engine Torque parameter. The path table is outlined in the following Instructions for Tech 2 Transmission Data Path section. Retain the Tech 2® Transmission Data screen photograph with the repair order. 9.3. E-mail copies of the digital pictures to [email protected] In the subject line of the E-mail include the phrase "Duramax™ diesel", the complete VIN and Dealer BAC. In the body of the E-mail include the VIN, mileage, R.O. number and BAC. Include a brief description of the customer concern and cause of the concern. Note: The dealer will receive an email reply after the calibrations have been validated. The email reply will advise the dealer if the calibrations are OEM. 9.4. Allow two hours for the PQC to verify the calibrations and set up the case details. ⇒ If the PQC determines that the calibrations ARE aftermarket calibrations, DO NOT contact GM Technical Assistance to discuss warranty concerns on the aftermarket calibrations. ALL questions and concerns about warranty should be directed to the dealers Fixed Operations Manager (FOM), (Warranty Manager (WM) in Canada). 9.5. You may call the PQC two hours after submitting the required information for authorization to replace the assembly. This will provide them time to receive, review the information and set up a case on the request. Be prepared to provide all of the usual documentation that is normally required when requesting an assembly authorization from the PQC. 2007-2010 RPO LMM Instructions for Tech 2 Transmission Data Path -- Power-up Hardware Detection Transmission Data ONLY Available With GMC Sierra, TopKick, Chevrolet Kodiak, Silverado An example of this hardware is a propane injection system. A transmission control module (TCM) algorithm has been implemented that records a maximum calculated input torque. This information is available via the Tech 2®. Build the vehicle with the Tech 2®. Select F3: Transmission Control Module Select F1: Data Display Select F0: Transmission Data Highlight: Max Transmission Calc Engine Torque Transmission Data Screen (Max. Trans Calc. Engine Torque Parameter) Take a clear digital picture of the Tech 2® screen showing the Transmission Data and the Max Transmission Calc Engine Torque parameter. Retain the Tech 2® Transmission Data screen photograph with the repair order. Warranty Information • The Dealership Service Management must be involved in any situation that would justify the use of labor operation Z1111. • Notify the Fixed Operations Manager (FOM) (Warranty Manager (WM) in Canada) of the situation. • All claims will have to be routed to the FOM (WM in Canada) for approval. • Please refer to Corporate Bulletin Number 09-00-89-016, Labor Operation Z1111 - Suspected Tampering or Vehicle Modifications for important information. Sorry - you lost on this one...
  11. I said no reputable dealer would sell a product they know full well will void the warranty of a truck, especially a new one. I'm sure that there are dealers that sell tuners, and say they will stand behind the warranty if something goes wrong. I don't believe it though, if you smoke a duramax, GM WILL NOT cover the repair if a tuner is involved, and a dealer is sure as hell not going to pay for a $10K repair despite what they say. I wonder if whoever sold the tuner to the OP told him that his warranty was gone as soon as he installed it. Likely not. Too bad for him it would appear. As far as scare tactics - it isn't any tactic - you install a tuner on a GM product and then try for a warranty claim, you will be denied, your warranty will be blocked, and if you want it fixed, you will pay the bill. Simple as that.
  12. X2 - missed that you put an EDGE tuner on it. You're on your own now. Might as well do the dpf delete and load the correct tune into the EDGE. Dealer won't touch it now... Good Luck - pay to play as they say...
  13. I absolutely blame the tuner - it causes the engine to run rich, isn't sophisticated enough to compensate for higher altitudes, and the additional soot clogs the dpf more quickly than normal, then the regen cycle isn't long enough the completely clean it, hence the reduced power message. I have a 2008 that I routinely tow 11K over every high pass in Colorado with zero problems. The dpf is not your problem - the tuner IS. I don't know of any reputable dealer selling tuners, especially on new trucks because of the warranty issues. GM has a zero tolerance policy on tuners, so putting one on is a gamble of a warranty block - even the piggy back ones can be detected. And BTW the dpf has nothing to do with SO2 reduction - it only filters soot out of the exhaust. Try taking off the tuner, and at least drive the truck long enough to break it in and then decide if you really need one...you WILL lose you warranty if you remove the dpf, and in Colorado you will fail emission testing when your truck comes due.
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