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Iridium Metalic

Northern Sierra

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  • 2 weeks later...
WhiteMike Enthusiast

WhiteMike

Posted
Posted

I'm torn between the Summit White and Iridium Metallic. I have owned a burgundy, white, and most recently silver vehicle for 8 years. I think I'm ready to take the leap and go Iridium, just because there are so many whites on the road. Gives me an excuse to keep it clean. ;)

Ridersfan Enthusiast

Ridersfan

Posted
Posted

FYI Tungsten in a Chev is the same as Iridium in a GMC if you need to see more choices.

  • 2 weeks later...
ZmanII Enthusiast

ZmanII

Posted
Posted

Haider320, looks really good. There seems to be very little orange peal in the pictures. How does the orange peal look like in person?

haider320 Enthusiast

haider320

Posted
Posted

Haider320, looks really good. There seems to be very little orange peal in the pictures. How does the orange peal look like in person?

You know, these metallic based paint jobs hide any orange peel pretty good. My last vehicle, a 13 Toyota Tacoma; which was also a gray metallic, did not show much orange peel.

 

I don't know how good GM paint is, as this is my first one. There may not be much orange peel to begin with on these trucks. I would like to hear from an owner who has a black 14.

 

I'm pretty anal when it come to my vehicles. I have not found any heavy orange peel like on some other vehicles. I haven't really found any orange peel that's standing out on my truck. In some area's, it's hardly noticeable.

ZmanII Enthusiast

ZmanII

Posted
Posted

I looked at a 14 black Sierra Denali closely. It had a fair amount of orange peel, I would say the normal amount of orange peel for a mass produced vehicle. The GMs built in Mexico have decent paint. My 11 Avalanche, built in the same plant, has minimal orange peel as well, it a blue granite metallic in Chevy land or stealth gray metallic in GM land. Then again, when I picked up my avalanche, I buffed and waxed the truck for the next 4 hours, so I probably cut a lot of the orange peel out the first day that I had it.

 

I have found some vehicles on dealer lots to have too much orange peel. I have even been able to spot new vehicles on dealer lots that had been repaired by looking at the difference in orange peel from panel to panel.

 

I am very anal about my vehicles as well. My black 2000 trans am is spotless. I have received offers to buy it many times when people see it. I don't have the time to keep a black daily driver anymore, so my preference is iridium metallic, although I haven't seen many yet.

  • 3 months later...
stevev Enthusiast

stevev

Posted
Posted

I'm thinking about getting this color. Would anyone care to give an update here on whether you still like this color, or wish you chose a different color? Is it hard to keep clean like black color is? Thanks.

TonesInGMC Enthusiast

TonesInGMC

Posted
Posted

I've got it. I like it a lot although I almost like white or pearl white better by now. It is hard to keep clean.

 

Sent from my Nexus 4 using Tapatalk

 

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      That is a fair point, and I agree that trying to log “everything in the truck” would be the wrong direction.   There are a lot of modules and a lot of traffic. If the product became a full-truck datalogger, the amount of data would get huge very quickly, and most owners would never use it.   I think the first useful version would need to be narrow: - powertrain-side event evidence - selected high-value parameters - communication / voltage / reset events - pre/post event window - short report first, raw log only as backup   One distinction I should make is between active OBD/PID polling and passive bus capture. If you are polling PIDs through OBD, then yes: the more parameters you request, the lower the effective sample rate becomes, and you are adding diagnostic traffic to a vehicle that is already busy running itself. With passive CAN capture, the recorder is not asking all the modules for data. It is listening to traffic that is already on the bus. So it does not consume vehicle bus bandwidth in the same way that a scan tool polling hundreds of PIDs would. But your point still applies in a different way.   Even if passive capture does not add bus traffic, the recorder still has limits: - processing rate - storage rate - timestamp accuracy - decoder workload - event filtering - report size - user attention span   So the answer cannot be “log everything and let the user figure it out.” The product would need to store enough raw evidence to be useful, but only decode, graph, and present the important parts around the event.   A practical report should probably show: - what triggered the capture - how much pre/post data was preserved - which selected parameters changed - how those values compared to baseline - whether the same pattern happened before - whether any voltage, reset, bus-off, lost-message, or communication fault occurred - selected graphs around the event - raw data only as supporting evidence   So I agree with you. More data is not automatically better. The real product is the reduction from raw data into a useful event report.
    • bluev8
      Intermittent no-code issues on 2022.5+ V8 trucks — what did the shop fail to capture?

      By bluev8 · Posted

      That makes sense, and I agree with most of that.   I think the product would need both: 1. a default powertrain template, so it is useful out of the box; 2. user-selected priority parameters, so the owner or shop can choose what they want to see first.   Different users are going to care about different things. One owner may care about oil pressure and voltage. Another may care about misfire trend, AFM/DFM behavior, or U-codes. A shop may want communication events and repeatability first. Your baseline point is probably the most important one. Raw data is not very useful unless the report can show what normal looked like for that vehicle under similar conditions.   The way I would think about it is: - start with a basic known-good baseline - learn normal behavior for that specific vehicle over time - allow the event to be overlaid against baseline - show whether the event was a one-time spike or a repeatable pattern - provide a simple severity level, but with clear limits on what that severity means   For example, early severity could be something like: - Info: event captured, no obvious abnormal pattern - Watch: value moved outside baseline, but not repeated - Warning: repeatable abnormal pattern under similar conditions - Critical: communication loss, voltage drop, bus-off, reset, or severe repeated event   I would not want the first version to say “replace this part.” That would be overclaiming unless there is repair-confirmed data behind it. It would be more honest to say “this pattern deserves inspection.”   On the OBD port question, I think OBD absolutely has a role. OBD is probably the right place for: - DTCs - freeze frame - VIN - calibration information - normal scan-tool parameters - Mode 6 / enhanced diagnostic data if available The reason I am still looking at an ECM-side recorder is that the failure may happen before anyone connects a scan tool. If the owner plugs in a scanner after the event, the pre-event evidence may already be gone unless the ECU happened to save it. So I do not see this as “OBD versus ECM-side.” I see it more like: - ECM-side recorder: always armed, rolling buffer, event evidence - OBD/DLC companion: DTCs, freeze frame, VIN, calibration, normal scan data - phone/cloud: status, notes, upload, report generation, notifications   I agree that phone connection and push notifications would be useful. I just would not want the phone or cloud connection to be required for capture. The recorder should save the event locally even if the phone is not connected. The phone should help with event marking, download, notes, upload, alerts, and report viewing.   For a default GM V8 event report, would this list make sense? - RPM - calculated load / MAP - throttle position - vehicle speed - gear / torque converter state if available - coolant temperature - oil pressure - oil temperature if available - battery voltage - commanded AFM/DFM state if available - actual AFM/DFM state if available - misfire counters / roughness by cylinder if available - fuel trims - relevant U-codes / communication events - bus-off / lost periodic message / module reset / voltage drop events Which of those would you remove, and what would you add?

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