Snow White

I did send him a message with some of the details I had at the time, was like day 2. can't wait to watch his video later today, I'm sending my oil to speed diagnostix in the future.

this.

so update from tonawanda.... tonawanda makes (machines) the cranks for the 5.3 and 6.6 at the plant. they do not make any of the rods or pistons the rods and pistons come pre-assembled still trying get info on source of LT cranks and rods, they're going to try and find out. they didn't actually know where the L87 parts were coming from but they did not speak well of the mexican made 6.6HD cranks..... "they're trash"

well, 002 bulletin is out. Engine build date has to be prior to July 1, 2024 which is an update to the previously reported June 1, 2024 date. It's not the door tag, it's the tag on the drivers side cylinder head beneath the valve cover, back of the engine, which you need to access from beneath the truck/suv. where K124183xxx is shown 24=2024 and 183 is the 183rd day of the year or July 1. So if you're 24183 or a lower number you're in the recall. If anybody has access to the 002 bulletin, we'd appreciate seeing it! Seems like dealers have it on dealer network as of yesterday/last night it seems based on a photo i saw on a facebook group. so as it stands, if you get the recall you get inspected if you're not throwing a code you get 0-40 oil and oil cap (when the parts are avail) new info is, if you're engine is pre 7/1/24, it fails, you're out of warranty, you get a new one. the problematic part is for everyone outside of the date range who also fail engines especially those out of warranty. I'd expect some future update to the bulletin to be replace all the engines regardless if they fail or you get a 100,000 mile warranty......... that speculation is likely because people will have engines fail who got the recall, passed inspection, and got 0-40 oil and then it failed anyways. in my opinion, this is a reasonable approach to dragging out the engine replacements over a period of time instead of recall all of them at once with far too few engines to cover that anyways (avoid a panic dealer rush). more opinion, gm requiring 40 oil on engines that aren't guaranteed to have over sized clearances immediately invalidates warranty denial for those who do the same, but aren't required to. If I put 40 oil in without validating a specific problem with my parts, i've done exactly what GM did. the engine passed inspection and for no reason other than a potential problem, they changed the oil and so did I. the LT1's use 40 oil, I doubt a warranty denial for 40 oil would make it to arbitration, especially if you tear it down and find an out of spec part. however, it'll be a fight and a nuisance to deal with and may require legal counsel/lawyer up so proceed at your own risk.

I grew up 20mins from Tonawanda and asked some friends if they had any contacts there, I might be able to get an answer to who the Tier 1 is for camaro and vette rods and crank. I'm pretty confident AA and QM don't supply the Camaro or Vette LT1 etc. rods and cranks. P0016 would show crank sensor signal intermittent or nonexistent because the crank bearings are wasted due to............................

GM Recalls Nearly 600,000 Trucks and SUVs Due to L87 Small-Block V8 Manufacturing Defects - autoevolution RCLRPT-25V274-1598.PDF SUMMARY so AAM (metaldyne ugghh vomit) owns the rod problem and Questum owns the crank problems which pans out... Questum was a 2022 GM supplier of the year.... i wouldn't get to fixated on that though, everyone gets a trophy... also, a supervisor at Questum makes about $9.50 an hour as a point of reference and a cnc operator makes $3.83 an hour. the same US employees make $36/hr and $18/hr respectively.

GM’s V8 Engine Problem Is So Bad It’s Wrecking Thousands Of Trucks And SUVs | Carscoops According to the National Highway Traffic Safety Administration, the connecting rods and/or crankshaft could be problematic. These components were made by American Axle & Manufacturing as well as Questum Macimex, and the government agency says the problems are due to “supplier manufacturing and quality issues.” Oh look, i was right lmao, sorry i couldn't resist. AAM is Metaldyne fyi. Of note, JP Norman was the tier 1 until 2021 i believe and went chapter 7 as previously mentioned because they lost GM as a client due to........... Metaldyne who is now part of ..... American Axle (LOL). guess who also supplies the transmission valve bodies....... AAM happened in 94' when Final Drive and Forge Business Unit were sold off from GM, ala Harrison Radiator-Delphi, well not exactly the same but Harrison was GM for a while, I think Delphi was on again off again but i digress, but you get the gist. separately All Gen III and early Gen IV bearings .630˝ wide. Late Gen IV cam bearings .775˝ wide found with a Cam Phaser (VVT) on the front of the camshaft, and high performance applications. people were replacing the 630's with 775's in 2.348˝ blocks because the 630 engines earned a reputation for spinning cam bearings.

every time we go i have to adjust the L brackets because they just aren't doing enough at the scales, but i bring hefty tool box with all the stuff. these brackets ended up 1 hole up after scaling it. have to jack it all the way up on a 12" telephone pole block to get the bars preloaded enough. Unfortunately the cooler and the generator go behind the rear axle.... i try to leave an alley way to roll them forward of the axle but it never pans out. that is not ideal as you know. usually i'll move the cooler into the camper... not owning the trailer, you can imagine everything going in the trailer is in my truck less the wife and dogs who drive separate the next day.

I have the auto-level air suspension on my 2018 ecodiesel ram. Not sure if you're still around as this was posted in november but i have extensive experience with auto-level in my truck. you don't setup air suspension like leaf or coil setups. the suspension drop is what causes the bars to load up and you have to understand the air system (in my ram anyways) only allowed about 1/2"-3/4" of travel which means you need much stronger bars that require less pre-loading (setting/sag at the rear axle) or you need to crank up the preload by raising the L brackets on an equalizer hitch or whatever you're using. you should barely be able to gets the bars onto the L brackets with air ride. to verify you have it setup right, use cat scales but the initial setup is rather easy but counter intuitive because we're used to loading the bars by leveling the truck, you can't level an auto-level suspension, it will force the rake (rear up front down) no matter what you do unless you overload the rear!!! be on level ground put the air system in tire jack mode hookup the trailer with the WDH ensure the back doesn't drop more than the front by 1/2". if the front/rear is within 1/2" you should have good forward weight distribution at the cat scales if that is true then put the air suspension in normal mode, whatever it is on the GM, or just drive over 5mph and it should auto enable. IF THE AIR AUTOLEVELS BY RAISING THE BACK UP, YOU'VE UNLOADED THE BARS!!!!!!!!!

I still have my 2018 ecodiesel, I'm sure you're aware of the GDE Tune for the Ram, there's also one for the babymax from GDE fyi!! I'm sure they improved the DEF usage https://greendieselengineering.com/product/gm-1500-lz0-duramax-engine-tune/ global b costs a fortune!! Ecodiesel was $1,000. $2K for the babymax because of that global b unlocking and gm tracks the flashes lol, i'm from the government, i'm here to help!

Exactly..... I waited about as long as I could to get a 2024. The 25 yukons (i understand this is a truck forum but we're in the same family, body on frame) can not be purchase with the max tow package without also getting the auto-level air suspension nor without the stupid television monitor as a "center console". I wanted max tow and no center console TV. They fixed a bunch of ****** in 2024, the lifter bores that were over bored, allegedly the supplier got their ass chewed for the rod bores and to fix their QC around June, and I believe the line bore but I've only heard about that not read it. To be transparent, I have a cold start bottom end knock and I'm really looking forward to my 0-40 oil change. once it's hot, it's fine. not 100% sure it's a rod bearing or a crank issue, thrust bearing or something but it's audible doesn't sound like a lifter. i have a range technology in it so the lifters cannot collapse, and there's no auto start stop. the later in 2024 you got the 6.2 the better.

I tow a 35' white box between 6500 and 7800lbs depending on the year, we rent from a place that gets new rentals every 3yrs.... "legally" if you get pulled over axle ratings and the corresponding weight slip from a cat scale is the bottom line. it's a little different if you're the cause of an accident but arguably you could also use axle ratings for that. you're gross axle rating is 7,600 lbs with the front axle rating at 3,800lbs leaving 3,800 on the rear. I use an equalizer hitch, the good heavy duty one typically from the rental place and it's tough because all my weight is in the truck.... i pickup the camper en-route and i don't want to unload my truck. it's do-able but takes some time at the scales. I upgraded my brakes to ebc slotted rotors and the hd orange pads. i finally got a GDE tune for my ecodiesel, strongly recommend it for the babymax also. anyways, axle rating is what i go by, it's what truckers use.

I have a 2018 ecodiesel, even without the 10% main bearing failure engines (sound familiar?) they're expensive. the DPF (for any vehicle) will run you $3,500 min. they ingest their own sooty exhaust, even with the GDE tune for the babymax or the ecodiesel it's not good. intakes look like coal tar from a 1930's furnace. Having owned a 2014 grand cherokee before all the diesel EPA lawsuits and a 2018 ecodiesel, specifically got the 6.2L even with the known issues. it's not all that and a bag of chips having owned 2, just saying.

you can get a P0016 from an out of round or out of alignment crank with bearings on the way out from rod bearings beating oblong, this is what they are looking for. I'd expect to see a leak at the seal but not always. The engine will rotate fine but it'll basically have a wobble in the crank or be out of round and the sensor won't line up to get a signal. Engine could run thousands of miles like that or die at the next revolution depending on the state of the failed rod bearing (and subsequent thrust or main bearings) either or. As @newdude mentioned, there's been issues with main bearings and i believe thrust bearings or lifters failing to send metal into the system but the true determination upon investigation is the rod bearing bore diameter if you can get one that's failing before it cracks the cheap powder metal forged rod. oh, there's also been some piston wrist pin clip failures.

yes, they put a stop on 6.2sales and anything on lots has to be "inspected" re:oil there are 2 choices for 0-40 dexos 2 oil all are Mobil 1 from gm website Mobil 1 ESP Formula Mobil 1 ESP X3 dexos2 is now dexosR and replaces dexos2 per the website dexos®2 | GM all the mobil 1 supercar formula's exceed it. now, if we go 5-40, the list gets longer but it's not great either.

the real issue here is Metaldyne Performance Group who supplies most of the powdered metal forged and machined rods ASSEMBLED by Tonawanda. As recent as 2021, JD Norman Industries sued Metaldyne over connecting rods that did not meet the required specifications. JD Norman went chapter 7 in 2021 and lost GM, it's largest customer. However, Metaldyne is still supplying the rods to GM for small block chevy's.......... make your own conclusions here but having family at Delphi, GM doesn't make much but they assemble a lot of parts from Tier 1 and other suppliers... Harrison Radiator pre-dating Delphi and supplied to GM.... GM didn't "make air conditioning or radiators" the same way they don't cast or machine rods, but Tonawanda (Silao and Ontario->Oshawa) should have a QC process for rod bore diameters but they obviously do not, and rely on revolutions or torque, neither of which would identify small bore diameters, it'd just gut buried into the rod via revolutions or torqued until it hit the spec regardless of the diamater. GM didn't "retool", my dad was an apprentice and a tool and die maker, what GM likely actually did was call up the tier one supplier and told Metaldyne you fix your ****** or you're losing the contract!! I highly doubt they are going to slow down assembly to check every bore diameter and the people running robotic hands would require the training to read a bore gauge, production would come to more or less a stop compared to the pace they run at now.

https://forums.dealersedge.com/viewtopic.php?f=3&t=13098 one example, they're not particularily easy to find though, the tear downs.

they are being toredown and found many thousands smaller than spec. I had a video clip of a couple, i'll try to find the link.

the engines are not completely assembled by robots to my knowledge, some of my friends worked on the lines at delphi in lockport and some at tonawanda about the time robotic hands came into the mix.... but i'm not exactly sure about the engines. regardless, to reduce repetitive strain on wrenching, people wear robotic hands that probably turn the cap bolts in this instance to a specified rotation or a torque. the problem is the torque is being reached for the wrong reason, the bore is too small. tear downs are finding rod bores thousands, many thousands too small and wasting bearings before the 1st oil change or up to 35k miles-ish depending how many thousands the bore is out. not many people do oil analysis, I am only at 2500 miles so my next oil change is coming in 1500 miles. did the 1st one at 1000. looked like normal wear but i'm a september build. it does have an unnerving rod knock sound but that could be a lot of things. next oil change will be 0-40 and i'll be interested if the knock goes away. i also run a range technology on our yukon 6.2. to eliminate dfm and start stop. knowing how delphi was, i doubt there's qc on the rod bore cause it'd really slow down the process. if every rod bore had a diameter check on it, somebody would be intentionally letting them by..... at this volume that is highly unlikely and it'd be a specific vin range based on a certain shift. the oil change just gets the ones failing around the warranty mark to get passed the warranty mark and attempts to appease NHTSA. this should have little impact on a quality class action suit because, they should be offering a 100,000 mile warranty if they believe it's the actual fix. that'll be the outcome of the lawsuits which is still cheaper than engine replacement... oil analysis and out of round crank rotation or piston travel are the ways to check this, but realistically the pan has to be dropped. they could put a gauge in plug and check to see if the piston travel is less than expected by thousands and directly correlate that to an out of tolerance bearing.

had a 2009 silverado, left the GM family cause the chevy's were ugly as sin and I despised the AFM, got a 2018 ecodiesel and wouldn't you know, 10% were lost to main bearings.... at 136,000 we're putting my ecodiesel on light duty to drag out replacing DPF and other diesel emissions crap, I do have a GDE tune on it (compliant tune) there is one for the Babymax if you're interested but I digress....we now own a september built 2024 6.2L Yukon Denali and we did not receive the recall notice on our app.......... yet. Stellantis did the same thing with the ecodiesel on the oil to delay bearing failures and get them through the warranty period but a lot of ram owners got the super cheap 100,000 or 120,000mi warranty lol.... anyways, ram also change the TCM shift points to run higher rpms and prevent lugging on the mains. this is a scam to avoid warranty work for the vehicles on the fringe of rod bore tolerances, which are being found in the field several thousands too small. how it's possible a rod bore gets is out of spec and gets installed is only a testament to lack of GROSS QC. I believe a robotic hand-assist is used to torque the cap bolts and there is no QC on the actual rod bores of the split caps and powdered metal rods (both cheap solutions to save manufacturing and material costs) forged steel is superior but requires more machining. anyways, they're fixing a part manufacturing mistake with an oil that has less propensity to sheer, and we're being fleeced. let the lawsuits fly!! edit: i purchase the truck fully aware it could drop the rod, we have 100,000 mile 8yr warranty on ours and i do analysis at each change. if it drops the motor, the replacement will not go in without the rod bores verified with a bore gauge. if they're out of spec, the negotiations begin.

lol they didn't even take the wheel off... wow, just wow.

I have 285/60/18 on my '09 stock, general AT2 load range E, fitted fine.

when i had this problem it was a malfunctioning throttle position sensor, fyi.

OEM unless it predates fuel injection, lol.

I have 85,000 LY5 on my 09 with 2 issues to date, EVAP valve failure (cracked in 3 places and leaking tube to charcoal canister, fixed myself) and this new problem: http://www.gm-trucks.com/forums/topic/158122-2009-ly5-8cyl-mode-rough-idle-hesitation/