asilverblazer

Exactly.

Yes. Yes. We might be intermingling ideas with the term 'severity', in one of my past vehicles it could pull up DTC via the vehicles own user interface, at any given time when one would do this there would be an assortment of codes that were 'trivial' including 'communication' issues. This would generate a bunch of, potentially false alerts or some many that they would get ignored. Which you mentioned earlier. You also mention several things that might be redundant with the vehicles own systems or indicators: The truck has an oil pressure gauge, monitoring it via this other system wouldn't be a priority except in comparison to other values or if there is an actual oil pressure problem. Same thing for miss-fires or other problems, the MIL already signals the operator to an issue... ...to the point about what one wants to see first, if there is a miss fire detected, I want to see miss fire counts or fuel trims first, if I have an oil pressure problem I want to see the oil pressure first. So, perhaps the 'systems' that are showing abnormalities are what gets displayed first. I think your device is what connects at the OBD port, ease of use for the consumer, it could still have a 'pass-through' port for a second scanner, computer, etc. Yes. Based on my comment above, if an error appears, the report would be more specific to the system having an error.

That's a tough spot to be in, I personally would question spending 1/2 the book value on a repair vs. selling it as-is. Presuming you own it out right, sell it for 10k and have a down payment for a replacement truck, or spend 10k on the one you already have... I still think there is a cheaper transmission out there via recyclers, aftermarket or rebuild. (Cheaper than 5k for the unit)

Yep, just a quick reference point. My main point being I’d do a thousand other things before I’d pay 10k for a transmission. Speaking in ignorance cause I don’t look at these trucks, what is it worth? 20k?

I think users are going to want to pick their monitored parameters, which parameters they want to see first. It should probably start with baseline at a minimum and adjust to learned, but be able to overlay baseline for comparison. A simple severity level would be able to determine what type of alerting is appropriate or user selectable. Why not use the OBD port though? I think a phone connection would be a good idea, push notifications type deal. Number 1 issue is having data is useless if you don’t know what the data should be under normal conditions.

Length/amount of data capture will be important to consider, sifting through 5 minutes of a data log can be enormous when it is stored in milliseconds. Being able to find the 'event' let alone decipher it. Presumably the driver would notice something and hit a button to capture the 'window' of data. That window has to be large enough for the operator to recognize the event and react accordingly. The data has to be able to be retrieved easily. The data has to be able to be understood. Which is the biggest challenge, dealer techs won't even know what most of it is and would likely not even look at it if an owner brought it to them. Meaning the owner, the least educated/qualified, trying to understand it. How will the data be presented? Could specific PIDs be selected and a timelapse graph be watched? How will a specific value be noted as abnormal? Additionally, a good data logger would be able to 'learn' normal values for a specific vehicle and flag abnormalities automatically. It could in theory watch parameters degrade over time and suggest maintenance as needed. (If the MAF reading begins tapering off for a given set of other readings - MAP, throttle position, Ambient, etc.. a flag to check air filter.) With the amount of data available, a device (really the vehicle rather than an additional accessory) should be able to do more than issue a DTC. It should be able to run the full diagnostic suite automatically and present a solution rather than a code. (It's not the 90's anymore). The technology is available for the vehicle to not just say "P0087", it should know low fuel pressure, check other PIDs to narrow down the problem itself, and determine if it is a lift pump, high pressure pump, regulator, leak in the fuel line, clogged filter, etc. Even if it can't narrow it down, it should be able to guide the user to the likely problems. This would be a major problem for dealer service departments, which are the manufacturers customers it is in their collective best interest to NOT have this available to the consumer. Further, if the owner is going to be the primary consumer of the data, it's got to be at a consumer price point vs. dealer only specialty tool price. This group is more 'involved' in their vehicle than general public/consumer and will have knowledge, experience, needs and desires that are quite different from the market at large.

Facebook groups hate VSE, poor customer service; their responses to criticisms are pretty poor for a reputable company. I'm not a customer, haven't bought anything from them, but how they handle themselves on social media is a definite "No" for me.

$10,000 for a transmission? Pretty sure I could buy all the parts, tools, and education to rebuild it myself for a quarter of that amount. or swap it out with a new one...

Older trucks had to have a fuse and wire connected underhood... You could check that. I've noticed a lot of aftermarket discrepancies between wire standard colors/plug terminal location function. If you've never used the trailer on a GM truck it might be something to check.

My 2008 started exhibiting similar symptoms, wasn't 'cold' enough. I went through a pretty extensive diagnostic process for a DIY'er with limited OBD access. System evacuation and recharge included. Noticed one day the passenger side was cold (I'm never over there so took awhile to notice). Pulled the drivers side blend door actuator out, disassembled it and cleaned it out. Put it back in and did some kind of reset and it fixed the problem. Long story short, it wasn't the A/C system at fault, the blend door wasn't moving to full cold position.

Careful, you'll find yourself on his ignore list too. Some people can't or won't discuss things when they encounter disagreement.

Is the carbon pro bed still a thing? I figured it was one of those things that quietly disappeared from low take rate. I thought Chevrolet tried adding it too... Minimal. Despite all the 'all new' versions since GMT-800, lots of parts still swap from generation to generation. I've seen a bunch of GMT-800s with a K2 rear bumper on them.

I'm underwhelmed. Too much Hummer parts bin salvaging, mirrors and steering wheel. "More expressive interior color schemes", nowhere to be seen. Same old Jet Black everything with different seat covers trim bits and maybe door accents. Lots of dumping every other idea in the truck world into this: work surface console lid, pano sunroof, passenger screen. Not saying they are bad, pretty obvious GM was late to the game now adding it. The weird marker lights over the bumper at the front of the bumper. Mixed feelings on the fender flares. I've touched my headlight switch twice in the last 5 years. Its not bad, but nothing game changing. No massive leap frog over Ram or Ford, its competitive.

Everything's always easier the second time!

I apologize, I missed this post, at risk of going off CURRENT TOPIC. I'm not saying it is BS, I'm questioning how much information is being held back. GM is NOT going to spell out exactly every parameter in the algorithm. Liability, intellectual property, etc. I'm not naive enough to believe that it is as simple as revolutions, coolant temperature, miles, time; are you? I don't do irrational either, and boiling the OLM down to four simple values that I could code in an afternoon (I'm not a coder) is irrational - unless it suits your agenda to ignore it.

I've had good experience with my Android head unit.

You should be evaluating enough comparable trucks to know if one sounds different than the others - if you can't tell something is amiss by ear, it's probably fine. Further evaluate enough trucks so that you can determine what 'normal' looks, sounds and feels like. Even if this is the first truck you're looking at and want to buy, go look at several more (regardless of whether you intend to buy them). Insist on taking the vehicle to be evaluated, spend some time looking ALL OVER IT, look for overspray where it shouldn't be, paint damaged on bolt heads that are not normally removed. Check for rust, missing fasteners, non-factory style fasteners, suspiciously new parts especially on non-wear items. Check for leaks, check fluid conditions and level (dirty isn't the worst thing in the world but exceptionally low is). Ignore tire shine and plastic dressing that makes an engine 'shiny'. Beware of heavily fragranced interiors to mask odd odors that could hide potential mold from a leaky rear window. Carfax is barely worth the paper it printed on. DO NOT trust it, a vehicle can be wrecked, fixed by a bunch of drunk hillbillies in their cousin's backyard and still have a clean Carfax. I can meticulously maintain my vehicle at home with top quality parts, materials and methods, the Carfax won't show a thing. Taking it to a shop to have a teenager working afterschool (an inexperienced mechanic) evaluate it is a waste of time. Lastly, a good, well taken care of truck will present itself as such, it would be generally comparable to a new truck. An uncared-for truck will show it, dents, scratches, seat stains, paint swirls, tears, scuffs, marks, rattles, vibrations, clunks, miss matched tires, etc...

If you suspect an engine swap or similar modification to the front accessory drive... Maybe try spending some time plugging in different make/models/years that utilized the same engine (prime donor vehicles or swap candidates), vans, full-size cars (Impala, Roadmaster), 4x4 trucks to get a collection of pump and brackets that are similar along with their associated part numbers; take that collection of part numbers to the parts store to compare. Another Okie.

Topic: OCI, not when but why? Have you considered that just because there is limited documentation on GM's programming of the OLM system that it is not a sign of it's simplicity but a protection of intellectual property? We both agree the system's published parameters are too limited to present an accurate picture of oil quality. I am not discussing my oil change routines in this comment, I am discussing the parameters of the GM OLM; a key component of "OCI" when and why. You know what I find interesting? GM trucks, discussing things relevant to those trucks. If free conversations are not allowed in threads you start I suggest having a discussion with a moderator to have them grant you authority to police and suppress the free exchange of thoughts on your topics accordingly. Alternatively, if you only want to talk about oil without distractions I suggest bobistheoilguy.com or starting your own blog. Carry on your discussion of "Engine Wear and ISO 4406"

I know the system does not sample the oil, though I would expect slightly more sophisticated algorithms than what you posted or what I found in 18-NA-125. The coolant temperature readings and how it alters the oil life are probably the least understood in the algorithm. Nothing definitive is published regarding how those temperatures are used that I can find beyond the bulletin I referenced. Also, I agree with the disconnect between coolant temperature and oil temperature. Maybe they aren't concerned with oil temperature (directly) or can extrapolate what the oil temperature should be based on coolant and ambient temperature... all speculation on my part how they are using coolant temperature to 'degrade' oil life, I doubt it to be a simple calculation. I found lots of suggestions that it monitors/uses other parameters, including oil temperature directly, as well as someone saying injector pulse width has a heavy hand in the algorithm. I KNOW a bunch more schooling, time and money than what I have has been spent on the OLM than what I ever could, to end up at a maximum OCI of 7500 miles.

I agree. However, the owner's manual, suggests that a drop over full is just as bad as a drop under. (Read black and white letters only, insert no common sense.)

That P0700 and loss of power suggests something significant is amiss to me. More/other codes may suggest otherwise; I would investigate those prior to spending the money to change fluid on a transmission with a bad torque converter. The relatively sudden escalation of symptoms to me suggests that something began failing (initial shuddering experienced) and rapidly deteriorated (slipping/loss of power). Fluid condition alone wouldn't cause the sudden escalation of problems - though it might have been the cause of the deterioration up to the point of failure.

Stabilitrack operation is in a sense a separate/independent operation from the operation of 'traction control'. Stabilitrack is used to keep the vehicle traveling in the DIRECTION intended, it can brake independent wheels and or adjust throttle to influence the direction the vehicle is moving. This can be illustrated by a 'fish-tailing' example. At high speeds, if the stabilitrack detects excessive yaw (the vehicle spinning like a top, it has a sensor for this), based on inputs from steering angle it determines that the vehicle is spinning out of control, and begins working to control that unintended spin. By reducing throttle input or braking specific wheels to control or prevent the spin. The traction control works similarly using the ABS system to slow spinning wheels and thus transfer power to 'other' wheels. The goal being to achieve wheel speeds that are all in agreement with each other, the truck then assumes that since all the wheels speeds are the same no spinning is occurring. For example, launching up a wet boat ramp, there is no excessive yaw present, traction control alone can manage the wheel spin by braking spinning wheels and cutting throttle. Stabilitrack and traction control from a hardware and software standpoint are basically one in the same, I don't remember specifically in 2004, but you couldn't get a truck with one and not the other. The switch on the dash, could turn off the traction control, but not necessarily the stabilitrack. A confusing comment about stabilitrack vs. traction control, the same components serve both operations, but marketing could advertise them as two separate features. The AWD system is another separate system entirely, in addition to the other two, it uses the same wheel speed inputs but can also vary the transfer case clutch application to direct some power to the front axle, working in conjunction with the traction control to bring wheel speeds together. The power split will never be greater than 50:50, the same as 4-high. It will never direct MORE power to the front axle than the rear.

The GM oil life monitor 'should' be able to account for these conditions in determining the OCI. My driving habits and environment allow the oil life monitor to trend to the maximum end of it's programming, I think most are programmed to max out at 7500 miles.

This is sort of my point, salvage yards aren't overflowing with all these 'poorly' maintained trucks - excellent/good/servicable condition otherwise, salvaged only as a result of a bad engine from poor oil change regiment. In my area, there are no 2007 to newer gm trucks/suvs in any salvage yards. A few are in the 'recyclers' with very obvious reasons for being there - wrecked.