asilverblazer

Can you monitor vacuum/MAP readings? Particularly, during EGR activation? Can you bench test/check the EGR valve operation? Presumably the MAP sensor is OK. No other vacuum leaks, masking the correct operation of the EGR? Cats may be fried, but I don't think they are going to change your diagnosis of EGR operation.

Maybe, finding a wiring problem will either be real easy or real hard.

Focus only on the recurring problem. Don't go looking for more. If the recurring problem is the EGR code; fix that. Ignore data that is irrelevant to diagnosing that ONE issue. It doesn't matter what the O2 sensors are reading or the timing is doing (yet) until the recurring problem is resolved. (If the diagnosis of the EGR requires O2 readings or timing advance readings then obviously use them.) FWIW: I remember watching the timing advance on my 07 Silverado, and those numbers sound similar to what I recall.

Not sure how many wires you've got to play with BUT if there is constant power AND ground at the EGR how is it switching? In other words, the grounding via the PCM to activate it makes sense to me.

Right?! Could you swap out the lights to an older style? Did they say what circuit it had to detect resistance on? It shouldn't be the running lights because those aren't on all the time, it could be the brake/turn signal circuit(s), but it seems that there might be a scenario where I would want the trailer brakes at the same time as when those lights first illuminate to recognize the trailer in the first place. If it's the 12v +, to charge trailer batteries, maybe adding a battery backup break away to the trailer would resolve the issue.

I'm inclined to say that someone set on an EV isn't looking for a 'truck'. A key defining capability for 'truck' being towing capacity, an EV simply can't tow FAR ENOUGH to matter. That means the market for the open bed of the Slate (its only other truck characteristic) is similar to the Santa Cruz, Ridegline or Maverick - very limited, due to size; it won't fit larger building materials, furniture, dirt bikes, etc. It might fit a lawnmower or bags of mulch 'suburban' type uses. Comparing the Slate again to the Ridgeline, Maverick and Santa Cruz, those have backseats + the open bed. A person's needs would have to be VERY limited to warrant the Slate truck. All said with the caveat that I don't know how permanent the two Slate configurations are, could I buy both configuration sets and swap between them? My recollection seemed to be that it is possible - whether or not its practical.

Isn't that some clever marketing, make us like the cheaper option so much we pay more for it!

My truck is diesel, L5P.

I pulled mine last night, it was crusty like all the ones on the internet. I cleaned it off and put it back on. It made a difference in drivability - truck seems to have a bit more pep to it. Milage is showing preliminarily a boost too of about 1-2 mpg. I'm going to start checking it each oil change.

I pulled mine last night at my latest oil change. It has at least 90K mile on it since its seen daylight. It looked about like the photo above. I knocked the loose stuff off, shot it with some cleaner, hit it with compressed air and put it back. I'll be danged if the truck doesn't seem to be a little lighter on its feet today. With a bit better milage too. Guess I'll be more regular about cleaning it.

Update to my experience, my truck was due an oil change per the GM OLM, right at max mileage around 7500 miles. As I've stated, the dipstick doesn't appear show a tremendous drop in oil volume over the course of a change, that needs some correction. Just prior to pulling the drain plug I noted the level on the dipstick. It was about 2/3-5/8 down on the acceptable range, not 3/4 but more than 1/2 way down. After refilling with the full 10 quarts, the dipstick measured at the top of the acceptable range - full. After noting these two dipstick readings at each end of the oil change interval spectrum, I might notice the gradual drop on the dipstick more easily during regular checks. I measured the drained volume of oil and what came out of the drain pan was about 8 1/2 quarts. To be below the add mark on the dipstick it would have to be about 2 quarts below the full 10 quarts.

The one I used between 5-10 years ago could report enhanced data. Yes I'm not sure; but it seems you've mentioned/alluded to these a bunch so I'm presuming you think these are going to be valuable, my opinion is I'd bet these won't be as useful as you think they will - UNLESS - they correspond to some other event.

I don't think you will need a split, separate product, etc., the OBD port should be able to deliver everything you need. Since your device would be plugged into it all the time, it wouldn't miss anything. Hardware in this case will be the easiest part of your project - ELM 327 devices will already deliver all the data you need. Reporting/software is where your advantage/marketability is.

My "best 20 mile average" is 26 in my truck. A whole tank average is about 17. An average commute is 17-19 depending on how recent a regen was.

For me, they would be a great second vehicle or daily driver. I'd still need my ICE truck for long hauls. Weird comparison, here SXS and UTV's can be driven on the road, what I've seen, their price point is generally higher than this vehicle. While one is strictly intended for recreation the other is more useful. Another comparison, is where these land in the greater vehicle market, a decent used mid-size truck like a Colorado is a likely competitor, or even the smaller Maverick. So, for 20K what am I wasting my money on? I'd rather have an older K5.