Search the Community

I have a EFILive AutoCal tuner for a 2010 Chevy Silverado 5.3. This tuner has never been used and has not been registered to a vehicle. This kit was purchased through Black Bear Performance. I am selling the kit due to selling the truck shortly after tuner purchase. I am looking to get $300. You can call or txt 315-529-9six2two for more information. Chevy Chevrolet, Silverado GMC Sierra 1500 V8 4x4 BlackBear EFI Live Auto cal tuner

I bought these parts for my 2005 GMC Sierra 1500 (gmt 800)3rd but ended up trading it in before I installed them for a 2013 Subaru WRX. First is a set of 4 Bilstein 5100 HD shocks. $260 shipped to 48 states. MO preferred. Second, is a front set of Powerstop's tow and haul drilled and slotted rotors w/ ceramic pads. $175 shipped to 48 states. MO preferred. Thank you for looking. If you have any questions, feel free to email me. Cody

Hello all, Recently (couple weeks ago) I replaced both knock sensors when my MIL came on and threw code P0332 (knock sensor bank 2 low voltage input IIRC). I knew that only one sensor was affected by the code but I replaced both just because. I did however notice that the bank 2 sensor connection was easier to come off than bank 1, which I think may come into play later on in this story. Of course, both knock sensors were submerged in water, which I cleaned out. I did NOT do the silicon-dam method, as I discovered this after I was done with the job. I did not replace the wiring harness either. The MIL was off for at least a week before it came back, P0332 again. Yesterday I did some diagnosis to try and figure out what is going on with this. Bank 1 and bank 2 sensor (ohmed out at the harness plug on intake) both show a resistance of 99-100 kOhm (or Ohm, can't remember) with the engine off. I then checked the response of each sensor. Bank 1 and bank 2 sensors both showed a change in voltage when tapping on the block with a hammer, which is good. I then started the engine up and measured the voltage change with RPM change for each sensor, and here is where it gets interesting Bank 1 sensor fluctuated from approximately 50 mV to 150 mV with a quick RPM sweep (friend stabbed the gas pedal quick to change the sensor output) Using the same technique, Bank 2 sensor fluctuated from approximately 50 mV to 100 mV, which was significantly different than the bank 1 sensor. Bank 1 and bank 2 pins from the connection on the intake manifold to the PCM show very similar resitances between them, signifying that there should be no short between the PCM and knock sensors themselves (unless the sensor harness is bad) That completes all of the diagnostic trouble-tree steps I have taken via AllData. The next steps are PCM replacement, which I do not want to do. I realize that the sensors may be designed to pick up specific frequencies and as such, different responses under the same conditons, but the sensors have the same P/N if I am not mistaken, so that must be the characteristics of the mounting location, right? The fact that the bank 2 sensor electrical connection seemed to be loose compared to bank 1 has me wondering about the sensor wiring harness and the fact that the connection may be poor/intermittent. I am going to order one and replace it because it's a relatively quick and inexpensive job to do, but I was wondering if there is anything else that would make sense? Thanks in advance!

I have a like new Tekonsha Prodigy P2 Trailer Brake Controller for sale. This model is rated one of the best TBC's on the market! Tons of features for every type of vehicle, trailer, and driver. Includes all mounting hardware, harness from 2009 Sierra 1500 (unsure of fitment in other models). http://www.tekonsha.com/content/products.aspx?lvl=3&parentid=0&catID=1435&part=90885 Asking $95 shipped! Text 2one8-4one6-2four9one for pics and more info.

Hey what's up? I'm 24 years old and I live just south of Dallas. i recently sold my 05 Tahoe looking to upgrade to a newer 10 or 11. Gotta love the body bodies, ever since my dad had his 99 suburban. That's when i REALLY learned to drive. Damn I had a blast! I used to sneak it out, pick up my buddies and ride around all night. I guess my dad didn't mind since I always brought back in 1 piece or maybe it was the magical full tank he would wake up to. Lol. So that being said his birthday just passed and I want to get him some pure white hid lights for his truck. He has a 09 sierra Texas edition. (Ill post some pics soon) I'm ignorant on most of the subject except the part of the color temperature. I hope to hear from you pros here and help me make the best decision for my old man. Thanks

I am looking for a 2010 Sierra 2500HD SLT Crew Cab short wheel base truck in Steel Gray Metallic. If you have a truck that does not meet these requirements, please do not contact me. If you own the vehicle or know someone who does, please let me know. Thank you.

Read our rundown on the GM-Trucks.com Blog 5.3L EcoTec3 V-8 355 hp (265 kW) @ 5600 rpm 383 lb-ft of torque (518 Nm)@ 4100 rpm; more than 300 lb-ft of torque from 2,000 to 5,600 rpm Maximum available towing rating: 11,500 pounds* Maximum available payload rating: 2,102 pounds EPA estimated fuel efficiency: 16 mpg city, 19 mpg combined, 23 mpg highway (2wd) 16 mpg city, 18 mpg combined, 22 mpg highway (4x4) 2014 Silverado base MSRP: Regular cab: $24,585 Double cab: $28,610 Crew cab: $32,710 2014 Sierra base MSRP: Regular cab: $25,085 Double cab: $29,110 Crew cab: $33,210 ----------------------------------------------------------------- 2014 Silverado Delivers Power, Efficiency and Value DETROIT – Chevrolet today announced initial pricing, performance data, and EPA fuel efficiency estimates for the 2014 Silverado 1500, raising the bar in the fiercely competitive light-duty pickupsegment. Manufacturer’s suggested retail prices for the new 2014 Silverado regular cab will start at $24,585, including a $995 destination freight charge, the same base price as the 2013 model. For that price, the 2014 Silverado regular cab, which starts production this summer, will include a number of major improvements: A more powerful, more efficient EcoTec3 engine, A six-speed automatic transmission, A stronger, quieter cab with an all-new interior, Four-wheel disc brakes with Duralife rotors A new bed with standard box rail protectors and CornerStep bumper The base starting prices for the Silverado crew cab, the first model to launch later this spring, and for the new double cab Silverado, which replaces the extended cab, also will be the same as for the corresponding 2013 models. Buyers of all 2014 Silverados also will receive a standard scheduled maintenance program for two years or 24,000 miles, whichever comes first. Up to four maintenance visits are included in the price of the vehicle, each one of which includes a regularly scheduled oil change, oil filter replacement, tire rotation and multi-point vehicle inspection, based on the schedule in the vehicle owner’s manual. “The 2014 Silverado is new from hood to hitch,” said Alan Batey, vice president, U.S. sales and service. “When you combine the innovative features of the new Silverado with base pricing equivalent to 2013 models and standard scheduled maintenance, Silverado becomes a great choice for pickup customers, helping them save money when they buy – and when they drive.” Proven V-8 power with better efficiency than a turbo V-6 The 2014 Silverado launches later this spring with crew cab models equipped with the all-new 5.3-liter EcoTec3 V-8, which is expected to power three out of four Silverado 1500s. Chevrolet today announced EPA estimates of 23 mpg highway for 2wd models, and 22 mpg highway for 4x4 models. That is better than any V-8 competitor, and beats the EPA estimates for the 2013 Ford EcoBoost turbocharged V-6 for both 2wd and 4x4 models. Silverado’s 5.3-liter EcoTec3 V-8 is SAE certified at 355 horsepower and 383 lb-ft of torque, with more than 300 lb-ft of torque available from 2,000 to 5,600 rpm for responsive performance under a broad range of real-world conditions. “Silverado’s available 5.3-liter EcoTec3 V-8 gives customers the best of both worlds,” said Jeff Luke, executive chief engineer for Silverado. “Customers get the proven power and dependability of a V-8 truck engine, with better fuel economy than a leading competitor’s smaller turbocharged V-6.” “EcoTec3 builds on 58 years of V-8 experience and trillions of real-world miles,” said Luke. “The 2014 Silverado will give customers class-leading V-8 fuel efficiency and the peace of mind that comes with a proven V-8 design, a combination no competitor can match.” Best available towing rating of any light-duty pickup Demonstrating the capability of the 2014 Silverado and its 5.3-liter EcoTec3 engine, double cab 2WD models equipped with the available max towing package, available later this year, will have towing ratings of up to 11,500 pounds, more than any light duty pickup currently on the market. To further save customers money and reduce inconvenience, Silverado’s 5.3-liter EcoTec3 V-8 is designed to operate on regular 87 octane gasoline even when towing or hauling. Silverado will also offer later this year a standard 4.3-liter EcoTec3 V-6 that is expected to offer exceptional torque and towing capability for a standard V-6, and an all-new 6.2-liter EcoTec3 V-8, with even more power, torque, and towing capability than the 5.3-liter V-8. Final performance data and EPA estimates for these engines will be available in the coming months. Seamlessly switch to four-cylinder operation Silverado’s combination of capability and efficiency results in part from its EcoTec3 engines, which provide the proven power of a large-displacement truck engine when needed, then switch seamlessly to four-cylinder operation under lighter loads. “In creating the 2014 Silverado 1500, we looked at a wide variety of powertrain configurations, and concluded that large-displacement truck engines could best provide the payload and towing capability that truck customers require, with the long-term dependability they expect,” said Luke. “Silverado’s EcoTec3 technology eliminates the fuel economy penalty that often goes with rugged, high-torque truck engines. With our EcoTec3 engines, truck customers don’t have to do more with less – more work with smaller engines. They can keep the benefits of a larger displacement engine and still get better fuel efficiency.” All three EcoTec engines feature direct fuel injection, Active Fuel Management (cylinder deactivation) and continuously variable valve timing, a combination not found in competitive trucks. The engines also use a compact overhead valve design and weight-saving components such as aluminum blocks and cylinder heads to reduce the mass of the engines for additional energy savings. Other features that give the 2014 Silverado impressive capability include frames made from high-strength steel; rugged six-speed automatic transmissions; larger, stronger rear axles for V-8 models; and an updated suspension with two-stage multi-leaf rear springs. Among the other updates for 2014 are a stronger, quieter cab; revised steering, suspension and brakes; and ingenious solutions for managing cargo in the bed. The broadest portfolio, the right tools for the job The 2014 Silverado 1500 crew cab will be joined later this year by a regular cab model and a new double cab model, which replaces the extended cab and features forward-hinged rear doors for easier access to the back seat. Also coming soon are new heavy duty pickups and an all-new midsize truck based on the successful global Colorado. "Chevrolet will have the broadest portfolio in the business," said Luke. "No one will be better positioned to offer each and every truck customer the right tools for the job." Additional Details and Data 2014 Silverado base MSRP: Regular cab: $24,585 Double cab: $28,610 Crew cab: $32,710 Includes $995 destination freight charge. Excludes tax, title, license and optional equipment. Silverado 1500 5.3L EcoTec3 V-8 355 hp (265 kW) @ 5600 rpm 383 lb-ft of torque (518 Nm)@ 4100 rpm; more than 300 lb-ft of torque from 2,000 to 5,600 rpm Maximum available towing rating: 11,500 pounds* Maximum available payload rating: 2,102 pounds EPA estimated fuel efficiency: 16 mpg city, 19 mpg combined, 23 mpg highway (2wd) 16 mpg city, 18 mpg combined, 22 mpg highway (4x4) Horsepower and torque ratings are SAE certified using 87 octane regular gasoline. * With Max Trailer Package, available later this year EPA fuel economy estimates, light-duty pickups with V-8 and turbocharged V-6 engines City Combined Highway Chevrolet Silverado 5.3L EcoTec3 V-8 2WD 16 19 23 Chevrolet Silverado 5.3L EcoTec3 V-8 4x4 16 18 22 Ford 3.5L EcoBoost V-6 2WD 16 18 22 Ford 3.5L EcoBoost V-6 4x4 15 17 21 Ford 5.0L V-8 2WD 15 17 21 Ford 5.0L V-8 4x4 14 16 19 Ford 6.2L V-8 2WD 13 15 18 Ford 6.2L V-8 4x4 12 13 16 Ram 4.7L V-8 2WD 14 16 20 Ram 4.7L V-8 4x4 14 16 19 Ram 5.7L Hemi V-8 2WD (6-spd) 14 16 20 Ram 5.7L Hemi V-8 4x4 (6-spd) 13 15 19 Ram 5.7L Hemi V-8 4x4 (8-spd) 15 17 21 Toyota 4.6L V-8 2WD 15 17 20 Toyota 4.6L V-8 4x4 14 16 19 Toyota 5.7L V-8 2WD 13 15 18 Toyota 5.7L V-8 4x4 13 15 18 Nissan 5.6L V-8 2WD 13 15 18 Nissan 5.6L V-8 4x4 12 14 17 Source: Model Year 2013 EPA Fuel Economy Guide Maximum available towing ratings, light-duty pickups with V-8 and turbocharged V-6 engines Max available towing rating (lb.) Chevrolet Silverado 5.3L EcoTec V-8* 11,500 Ford 3.5L EcoBoost V-6 11,300 Ford 5.0L V-8 10,000 Ford 6.2L V-8 11,300 Ram 4.7L V-8 7,700 Ram 5.7L Hemi V8 10,450 Toyota 4.6L V-8 8,600 Toyota 5.7L V-8 10,400 Nissan 5.6L V-8 9,500 * Double cab 2WD with Max Trailer Package, available later this year. Maximum towing ratings for competitive trucks also requires optional equipment.

I sold my 2008 Sierra and have some of the parts I removed from it for sale. Shipped prices are to the lower 48 states. Paypal preferred. Sierra Denali Upper Grille - Very good condition, some signs of usage, used on vehicle for about 10,000 miles, no broken tabs - $250 shipped Sierra Denali Lower Grille and Valance - Very good used condition, installed on vehicle for about 10,000 miles, so it has a few marks and chips and one screw hole is split, but does not affect install and is not visible. The valance is partially smoothed and painted Fire Red/Victory Red. I will not separate these two items. - $275 (Due to the large size of the box, shipping will be cost-prohibitive. Local pickup preferred or buyer pays actual shipping costs) Sierra Chrome Bumper Bar, No Slot - Excellent condition, removed from truck at approximately 3,000 miles - $250 (Local pickup preferred due to large size or buyer pays actual shipping costs) Picture coming soon. Sierra HD Tailgate Cap - Smoothed and painted Victory Red/Fire Red, brand new, never installed - $100 shipped Pics posted later in thread. Onstar Bluetooth VCIM 20783877 - Excellent condition, rare - $375 shipped Peripheral PXAMG iSimple iPod Module - Like new, unit was replaced under warranty in March 2010, includes PGHGM1 harness, HD Radio tuner, and antenna adapters - $100 shipped

Zane & Josh Merva Copyright, GM-Trucks.com A few months ago we gave you our first impressions of the Range, a device designed to enable the active-fuel-management system on your GM 5.3L engine to run more often. Since then we’ve been using the device and recently ran a fuel economy comparison to see how well it works. Since January we’ve been driving our 2011 5.3L Sierra using the Range AFM extender module plugged into our OBDII port. It has made a significant difference in the way our truck drives in nearly all circumstances. We’ve driven over a thousand miles with the device and here’s what we can tell you about our experience with it. First off, the Range does exactly what it states it will do. With the device, our Sierra always tries its hardest to use the active fuel management system (AFM) and engages V4 mode more aggressively than stock. How the device works through the diagnostic port is a little bit of a company secret but the change is entirely reversible, untraceable, and does not damage your engine. When plugged in, the device slightly modifies the signal to your vehicle’s computer, but leaves no lasting changes when unplugged. We’ve long noticed our AFM equipped 5.3L V8 is a fickle beast to keep on four-cylinders, even when we try really hard. The Range “changes” the way AFM works, making it easy to take advantage of the feature. In our experience once AFM is engaged using the Range, the truck fights to stay on four-cylinders through a much wider spectrum of throttle than you’d experience normally. On flat or slightly uphill grades, we could easily keep speed and even accelerate while on four-cylinders using the Range. That’s something we could never do with stock AFM programming. So, while stock AFM always seemed hesitant to stay in four-cylinders, the Range makes our 5.3L act different . With the Range V4 Max, our truck tries to run with four cylinders whenever possible. What makes the Range work, keeping AFM active more often, does come with some minor drawbacks. Most noticeably, the transition between V4 and V8 mode can be harsh and abrupt at times. Where GM engineering designed stock AFM tuning to work smoothly, Range engineers focus on keeping AFM engaged longer for better fuel economy at the expense of refinement. Not surprisingly, in four-cylinder mode our Sierra also felt underpowered. After all, it is running on 1/2 the engine size and longer than GM had intended. On flat roads and highways, that turned out to not be a problem. However, driving with the Range required slightly more mental effort to keep our Sierra moving at speed whenever we drove uphill or through hilly terrain. Whenever we did need extra power,the Range always engaged V8 mode quickly without delay. We also tried towing a small trailer while using the Range but would not recommend it for longer periods of time when engine performance is critical. Heavy loading seems to cause the system to switch between V4 and V8 too often. Thankfully, unplugging the Range while you’re towing is easy. Another oddity was that since it’s always plugged into the vehicle’s diagnostic port, we had false errors show up in our monthly OnStar Vehicle Health Report while using the Range. Most noticeably, OnStar could not read for trouble codes and RemoteLink could not access tire-pressure data. While annoying, there was no damage done and these errors fix themselves when the device is removed. We’re told this is expected behavior, as devices connected to a vehicle’s diagnostic port have the ability to override other vehicle computers. For all the change in the way our Sierra drove, without a daily commute (we work from home), our short and irregular trips around town made it hard to see any direct fuel economy improvement during the winter. While we could always feel the Range working, we quickly realized that through short trips and 4×4 use, our fuel economy actually dropped. Combined with cold temperatures and winter grade gas, the deck was stacked against us getting any real world improvement. We knew that the Range should be producing fuel economy gains but our driving schedule, style, and inclement weather made it impossible to see in hard data. So, as the weather has gotten warmer, we wanted to do a little test. While not scientific, our first idea was to perform a back to back driving loop. We wanted to get an idea of how the Range stacked up to stock, outside of the random short trips and winter driving we had encountered over the last few months. We drove Project Sierra over a predetermined rural and highway road loop to gauge how well the Range worked versus stock AFM programming. Driving the same roads back to back, allowed us to compare fuel economy using the same driver, road conditions, and weather. Both runs started and ended at a gas station so each loop would be tested using the same fuel weight. Our Sierra was also fully warmed up before starting. For consistency, we completed each loop in nearly identical time and average speed, measured via GPS. Through concentration and a little bit of luck, only 50-seconds and 0.6mph differed between the two back to back runs. All effort was made to drive our Sierra in the same manner for each loop. After only 60 miles, the results came out clearer than we expected for an unscientific test. Stock, we completed a 30.8 mile loop in 44:21 minutes at an average speed of 41.64mph. During this loop our Sierra recorded an average fuel economy of 20.9-mpg, as displayed via the driver-information-center. With the Range, our 30.8 mile loop was completed in a comparable 45:10 minutes at an average speed of 40.9mph. With the same driver, same road, and same weather, we saw a DIC reported average of 21.4mpg. That comes to a healthy ½-mpg improvement. Also impressive, considering we’ve never gotten fuel economy that high out of Project Sierra in the past during any time of the year. Until now, our lifetime fuel economy average for our 2011 Sierra has been around 16mpg, as reported by OnStar. During the winter with our short trips and four-wheel-drive use, we often saw that figure dip to 14mpg or worse. While we always caution folks to not rely on driver-information-center fuel economy, a number north of 21mpg is impressive for comparisons sake. So is 30 miles enough to say the Range definitively works? Scientifically, no. However we wanted to see, under a controlled route, if the Range made any improvement at all. Not surprisingly it did. Since our quick loop we’ve burned several tanks of gas with the Range V4 Max and our experience remained consistent. Depending on what type of rear end gears, transmission, and what route you drive, the average driver should see a fuel economy improvement while the device is in use. Since everyone’s driving style is different, it’s hard for us to tell you exactly how much the Range will effect your own fuel economy. Our 6-speed automatic equipped Sierra ran great with the Range V4 Max Module but if you have an older 4-speed automatic, try out the company’s Range V4 Plus module. The V4 Plus is described as better tuned on the highway for vehicles with less transmission gears. Don’t take our word for it, read this thread for other member experiences with the line up of Range Modules. Do you have a Range? Comment and let us know. We want to hear what other Range owners are experiencing. Do you loathe AFM? If you’re looking for the exact opposite effect, disabling AFM entirely, we’ll be testing Range’s V8 only option in the near future. GM-Trucks.com Range V4 Max Hands-On Conclusion The Range does exactly what it claims to but it’s not a magic bullet. Used as a tool, the device allows you to take advantage of your trucks ability to run on fewer cylinders. In our personal experience that can lead to better fuel economy depending on how and where you drive your truck.

Although today is April fools day, I've just got word that we will finally get *some* of the 2014 truck specs today at 11am eastern. This is not a joke.. this is serious. Here's part of the the note I've just received "Chevrolet and GMC will release base pricing, EPA fuel economy estimates, and other performance data for the 2014 Silverado and Sierra at 11 a.m. EDT Monday, April 1. This information covers pickups with the all-new 5.3-liter EcoTec3 V-8, our mainstream engine, which is expected to power more than three out of every four of the trucks." What about the 4.3L and 6.2L? I have no idea. We'll see what happens at 11am. UPDATE: Discussion moved here-->First official 2014 Silverado & Sierra specs - 355hp 5.3L

Hello all...New guy here, name is Ryan. I work at Laura Buick GMC in Collinsville IL, #5 GMC truck dealer in the nation. Looking for cool stuff to set apart my 13 Sierra from all the others, any suggestions are welcome. Thanks,

I am thinking about taking my front GMC and tailgate GMC logos off and Painting them to match the truck....truck is a 2013 Sierra in Heritage Blue Metallic, problem is blue logos on the front reminds me of a ford, is it a good idea to try this or leave it stock?

Hello everyone, I recently acquired a 2005 GMC Sierra with the L33 5.3, 4L60E automatic, and push button 4x4. Every morning since I got the truck, there has been a strange issue that I can't seem to figure out. When the truck is cold, I can't seem to get the gear shifter out of park and into any gear. It just seems stuck. I can pull it back to 'unlock' it or whatever you call it, but it just doesn't want to move. No matter how hard I press the brakes, nothing happens. Once it is warm enough, I can hear it click in the column, allowing the shifter to move throughout the gears. After a few minutes of sitting with the heater on, for whatever reason, it will finally operate normally and then its fine for the rest of the day as long as the truck warms up first. Today, it was stuck 3 times because I only drove 1 minute at a time to each of two destinations. The brake lights operate normally when cold so I don't think it is a brake switch issue. Anyone have any ideas on what to check or what the problem could be? Its seriously bugging me.

I was wondering if anyone has bought reproduction wheels from the OEWHEELS website? I have been on a few other forums and I am getting mixed reviews of their products. Some have said the chrome chips off rather easily and others say they have had their wheels for years without any problems. They have what i am looking for, I am just questioning the quality of the wheels. Price is rather inexpensive. Any help would be greatly appreciated.

I'm getting ready to do a brake job on my truck and I've been noticing a roaring sound as I drive. The sound is usually louder when I'm going more slowly but I'm thinking engine and road noise could be masking it as I go faster. I figured that while I was under there I'd check the bearings. I went out to YT to see if there were any videos on the subject and there was one, but in it, he simply replaced the whole hub bearing assembly. Is this how bearings are serviced now? You don't fool with individual bearings and packing them with grease nowadays? I guess I'm behind the times if so! Mike

I'm selling my 2009 GMC Sierra 1500 4x4. It has 66,500 miles on it. It has the V8 5.3 Flex Fuel Engine. It is Four wheel drive. I have had it since its been brand new from the dealership. I'm asking $27,500 for it. PM or call me if you have any questions about the truck. I can email more pictures if interested. What's on it: 6" Suspension Lift 17" Chrome MHT Fuel Octane Wheels 35" Toyo Mud Terrians Power Boards by Amp Research I changed the gears to 4.56 Corsa Sport Exhaust System AFE Cold Air Intake

Jeff Luke is the Executive Chief Engineer for GM's full-size trucks. Kenn Bakowski is the Marketing Manager for GM's full-size trucks. These are the guys who are in charge of designing and marketing the 2014 Chevrolet Silverado & GMC Sierra. They know everything, including hows and whys. I'll be sitting down with each of them for 15-minutes on Monday & Tuesday of next week and I can ask them anything related to the 2014 Silverado/Sierra. I figure you guys would have no shortage of questions that I should ask them... Please post your questions in this thread and I'll use the best ones next week! I will try to record the interviews on video or audio if I can.