Jump to content

The bugs of new models...

Sooperdave

By Sooperdave
in Troubleshooting & Recalls

Recommended Posts

  • Replies 46
  • Created
  • Last Reply
temmert1 Enthusiast

temmert1

Posted
Posted

Have had my 14 Silverado CC for 3 plus weeks, 670 miles and absolutely love it. Comparing it to my 2010 Sierra, well there is no comparision. The 14 is extremely smooth and unbelievably quiet. You can be going 75 down the interstate and quiet as can be. As for power, definitely doesn't run like my sierra that had the 6.2 and 3:73 gears, but the 5.3 runs well and mpg is incredible. Even with temps maxing out at 15 Im still averaging 17.5 mostly around town. My 6.2 would have been at 14.4......

100% satisfied with my truck. I think you will be too......

2 thumbs up GM!!!!!!!!

bladz1454 Enthusiast

bladz1454

Posted
Posted

11 MPG is definitely too low, even if you drive hard. Something is wrong.

 

I hope so, when I bring it in next week for the rear window recall I am going to ask them to look into the two reflashes they have done since my purchase in November. I started at like 16-18 MPG leaving the dealership and since have gone down to like 14-15 for a few tanks and now I am average 11-13 the last few tanks. I've had the transmission and fire recall flashses done and they had to of done something to my MPG. I do NOT have a heavy foot but I have been using winter blend gas, doing about 2/3 city and 1/3 highway driving, and letting it warm up for only a few minutes in the morning (been in the single digit temps).

rudapa Enthusiast

rudapa

Posted
Posted

I have nothing but very minor issues with my "November delivered" High Country. I've got 4,500 miles on it now and will have the rear slider and catch on fire issues serviced when it gets it's 6K oil change. The rear window works fine. I'll have them fix a couple lumps/clips in the drivers seat which is my only real issue right now. My radio knobs don't illuminate like most either, but that is a extremely minor issue. It seems really weak in regards to sending the garage open signal (must be pretty close) and as I mentioned in another thread the voice recognition is MADDENING to use, so I've given up on that. My MPG average for the entire 4,500 miles is 16.9 MPG. This is mostly highway with one long trip, but also a few hundred miles of towing the boat. Since it is all winter driving with sub zero and all I'm hopeful it will improve since this seems low to me.

 

So far for a GM new year model it has been less buggy than I would have thought it would be.

pm26 Senior Enthusiast

pm26

Posted
Posted

 

I hope so, when I bring it in next week for the rear window recall I am going to ask them to look into the two reflashes they have done since my purchase in November. I started at like 16-18 MPG leaving the dealership and since have gone down to like 14-15 for a few tanks and now I am average 11-13 the last few tanks. I've had the transmission and fire recall flashses done and they had to of done something to my MPG. I do NOT have a heavy foot but I have been using winter blend gas, doing about 2/3 city and 1/3 highway driving, and letting it warm up for only a few minutes in the morning (been in the single digit temps).

Good luck to you, hopefully they will make it right. I typically get about 15 MPG city, 17 to 18 MPG highway in my '06 non- AFM truck with the 5.3 liter V8 and 3.73 gears and 4 speed automatic (crew cab 4x4 Z71). You should definitely be at least in that ballpark with the AFM.

dagwood2001 Enthusiast

dagwood2001

Posted
Posted

i also have zero complaints, even including my Goodyear SR-A tires which take an awful beating here (and on other sites). my only issue is my mileage, which is hovering around the 13.5 mark.....now, we have a bad start to the winter in the NE, lots of snow and 4WD driving, so i'm not terribly upset.

Silverado Steve Senior Enthusiast

Silverado Steve

Posted
Posted

i also have zero complaints, even including my Goodyear SR-A tires which take an awful beating here (and on other sites). my only issue is my mileage, which is hovering around the 13.5 mark.....now, we have a bad start to the winter in the NE, lots of snow and 4WD driving, so i'm not terribly upset.

 

Same here. My Goodyears have been holding up in the snow and ice. From the reviews I've read, it seems many expect the tires to handle like an AT tire to which they are not but a highway all season tread.

  • 3 weeks later...
bennysails New Member

bennysails

Posted
Posted

I have a 2014 XLT love it average 20.4 highway at 75mph and overall 17-18. MY only complaint and it is huge the voice recognition is awful or worse I wanted a safer way to use navigation and phone voice commands this system is terrible. I can use my android phone and it recognizes just about everything no way for the system in the Silverado

1997SierraSLT Enthusiast

1997SierraSLT

Posted
Posted

rear window fix is in. I have never had any issue with mine.. but will get it fixed under the TSB.

 

As for issues... you need to remember GM is rolling out over 1,000 of these trucks each day. This forum account for a very small (.like .0008%) sample. Do the math...

 

My truck has been great... a few small issues.. but nothing I wouldn't expect from any new model..

 

if only 0.0008% of 2014 truck owners are on this site, then holy crap............GM must have some major problems on their hands!

simon.hed Enthusiast

simon.hed

Posted
Posted

Its a solid truck. The only issue issues Ive had is a shake/vibration that a tire balance took care of and a pretty quiet high frequency rattle in center of dash. I have have new and used trucks before and I know a permanent rattle when I hear one (yes, I know that is cynical). It sounds deep in the dash and I am not sure I want the dealer pulling it. The radio easily covers it most of the time. I figure its not as bad as the new rattles I'd get after having the dash pulled.

 

It is getting ready to roll over on 10k and I will discuss with dealer before warranty runs out. I can be extraordinarily persistent when I want to be so I will probably pursue it before the warranty is out.

 

Neither of those things were as singularly frustrating as the door lock situation (locks as soon as put in gear, yes I'm familiar with pulling handle twice). If that is still present when its time to trade I will look elsewhere.

VMaxtastic Enthusiast

VMaxtastic

Posted
Posted

I'd wait for a 2015. These things have lots of problems. Mine was built in december '13 and still has pretty much all the problems people complain about. The fact it sucks exhaust from all nearby vehicles into the cab just makes me want to light it on fire... When I'm sitting by a diesel it almost chokes me out.

Aaron1085 Senior Enthusiast

Aaron1085

Posted
Posted

No issues with me. Had the 2 recalls done. Figured 5.3 V8 would be slightly better with mileage; then again its only got 1850 miles on it, 70% city driving and its new england (lots of idling). Perhaps I'm too premature in my gripe. Other than that, great truck. Really no complaints.

 

Sent from my DROID RAZR HD

 

 

pm26 Senior Enthusiast

pm26

Posted
Posted

I know I could jump in it right now and drive anywhere in total comfort and reliability.

As long as ambient temperature does not drop below 32 degrees F.

Mikeoxbig Enthusiast

Mikeoxbig

Posted
Posted

I had slight vibration. They replaced a tire and now it is perfect

What tires did u have? I feel the vibrations too

Northside Enthusiast

Northside

Posted
Posted

As long as ambient temperature does not drop below 32 degrees F.

 

Well I see you must be more familiar with driving in cold weather there in Florida than I am. I only live in balmy Colorado. Remarkably I still haven't had any issues driving around in even below zero temps at times. Why so you suppose that is? Did I get a lemon?

Archived

This topic is now archived and is closed to further replies.

Go to topic listing

  • Latest Articles

  • Posts

    • Grumpy Bear
      Some Assembly is Required

      By Grumpy Bear · Posted

      Can it still be Assembled I?    Stribeck says that we need a certain amount of viscosity under conditions of load and velocity to prevent two surfaces of a know roughness from tearing each other asunder. And we have marketing trying to tell the masses that those two surfaced require less of that commodity due to more exact limits being placed on the same old clearances. We also know that there are limits to how hard something can before it becomes to brittle to be viable and to smooth to 'wet' the surface and that both of those conditions have been known and met since about the Second World War.    That viscosity value shook out at 10 centistokes at 212 F just under a hundred years ago.  Give this a look: [Anton Parr]     What is advertised is the Kinematic viscosity (mm2/s) or that which has been density adjusted but the value we are after is the dynamic viscosity (mPa.s) or true viscosity. You can see that this number is dependent on density thus base stock and temperature. You can also see that an SAE 30 doesn't reach that value in this example. However an SAE 30 that is at the upper end of the SAE 30 range; 12.5 cSt (mm2/s), might. 12.5 * .83 = 10.375 (mm2/s). If you could find an SAE 30 at the upper end these days.   Then there is the complication of viscosity modifiers or VII or VM, whatever you wish to call them. Polymers added to very thin base oils, perhaps 3 to 6 cP oils, that will meet the SAE *W30 spec at 'tested' shear rates and 100 C/212F  target temperature. So a polymer fortified base that is a fraction of the 10 cP requirement Stribeck insist upon.   This could be all well and good if those polymers didn't have two very problematic 'features'. They shear or loose viscosity both 1.) permanently and 2.) temporality. And they do both omitted in the advertised data with the distinct  purpose of deceiving the consumer of the actual operating state of the fluid. I've shown the example of Warren Oils COSTCO 10.91 cSt 5W30 formuation several times where the 100 C HTHS value is 6.9 cP!! That's the temporary shear down and with and SSI or shear stability index of 9.4 cSt. Note the intentional deception in using mixed units?    After a short while that 9.4 cSt oil has a viscosity corrected dynamic value of 7.8 cP. But as the SSI is still within the range of an SAE *W30 whose lower value is 9.3 cSt.    This allows them to continue to call this SAE 16 weight oil a 30 weight, the cake, and still meet the API requirements for fuel efficiency IMPROVEMENT mandated by the EPA. The eating of the cake. By the time you've worn out your motor doing the responsible thing by adhering to the warranty requirements, (the stick), you get deprived of the carrot, wear control. So sad, to bad.   So what can be done? Do I need actually say? [Anton Parr]       Even this must be monitored if the oil is on the low side and the VII an organic or you opt for a 0W40 with an even lighter base oil and more / higher MW VII. (Note the lower density of the 40 weight versus the SAE 30 mono-weight?)    There is another workaround. Temperature. An SAE *W30 run at a bulk temperature of between 180 and 195 F.    Being the belt and suspenders sort I am I do both. Run it cook and run it heavy.    In Part II I'll work the AW package. 
    • Atlas
      Wow I'm in a pickle. (Broke down truck) and a story.

      By Atlas · Posted

      So, do I go elbow-deep on this thing or list it for sale and play dumb? Seems to "runs good."   I'm about $1200 away from having: -a rebuilt injector ($300) -a new cat ($250) -a new cat back exhaust (OE style) ($300) -a new AC compressor ($200) -AC refrigerant charge ($150)   In theory, this should rectify the obvious detracting issues from its value and operability. Cold AC with a non-squeaking AC pulley both sounds and feels good. An exhaust that isn't cut/hacked in 17 different places and doesn't vibrate on a crossmember would make it sound and feel less janky. A working cat would help the stink, and will save the earth, but *if and only if* the fuel system is working properly, which would also address the intermittent "rich" CEL.   Heard a good one... CEL for "Rich condition" means you haven't spent enough money on the truck lately, and it's letting you know.   Rebuilding the injector would seem to be the most important part. Replacing the cat would be secondary. I don't think mine is plugged or overly restricted, but it might be a little restricted? I have no good way to tell other than seat of the pants feel. I hate the smell.   The current theory is I have a rich idle problem: A bad fuel pressure regulator, or a leaking injector(s) being the highest probabilities. I already replaced the FPR but that doesn't mean its replacement isn't also bad. It was a new part from Dorman, but the packaging looked like it had been sitting on a shelf for 20 years.   This is the (single) upstream O2 sensor shown at idle. I'm getting a lot of "rich" it seems. Sometimes it stays high like that and doesn't drop down. That makes me think it's processing injector leaks or a partially stuck open injector.     Other times it looks like this. Nice oscillations between rich and lean, which is what I think it should be. Under load and at speed, the oscillations are nice and tight and uniform looking, high and low.     Fuel trims suggest the PCM is compensating pretty hard at idle to pull fuel out. But it's not enough to trip a CEL. Something about slowing to a stop: brake vaccum booster, EGR, or the EVAP purge is delayed, or there's pooled fuel in the intake again that's draining into a cylinder is enough to set the CEL. Of course, in two days of driving, it hasn't set. I was hoping to actually look at the freeze-frame data when it sets. IAT is high because it's idling on an 83 degree day here.  
    • Another JR
      Gasser Subforum Has Been Quiet - - So, Regenerative Braking and Using L10

      By Another JR · Posted

      Have considered installing a DC to DC charger in your camper to replace your isolator?  
    • newdude
      Gas fill door

      By newdude · Posted

      Common failure.  You need to replace the fuel door housing.   The painted cover transfers over to the new housing.  To remove the old one there is 4 spots where you poke the plastic to release it.  
    • newdude
      Gasser Subforum Has Been Quiet - - So, Regenerative Braking and Using L10

      By newdude · Posted

      No such thing as regenerative braking on a pure ICE vehicle.     Regenerative braking is the re-capture of energy from electric motors and stores it in the battery pack.  So hybrids, PHEV and EVs have regenerative braking.     What you are seeing is the charging system changing modes is all.  Its likely entering charge mode for some sort of reason is all.  All of the charging modes will be listed below.   As for L10 vs D.  L10 turns off automatic grade braking.  L10 puts you in control of grade downshifts where in D it will automatically do it based on brake pedal position and other factors.  Otherwise L10 and D drive exactly the same aside from that one aspect.    Battery Sulfation Mode The BCM will enter this mode when the interpreted Generator output voltage is less than 13.2 V for 45 minutes. When this condition exists the BCM will enter Charge Mode for 2–3 minutes. The BCM will then determine which mode to enter depending on voltage requirements.   Charge Mode The BCM will enter Charge Mode when ever one of the following conditions are met:   Windshield wipers are ON for more than 3 s. Climate Control Voltage Boost Mode Request is true, as sensed by the HVAC control module via serial data. High speed cooling fan, rear defogger, and HVAC high speed blower operation can cause the BCM to enter the Charge Mode. The estimated battery temperature is less than 0°C (32°F). Battery State of Charge is less than 80%. Vehicle speed is greater than 145 km/h (90 mph) A current sensor malfunction exists. System voltage is determined to be below 12.56 V When any one of these conditions is met, the system will set targeted generator output voltage to a charging voltage between 13.9–15.5 V, depending on the battery state of charge and estimated battery temperature.   Fuel Economy Mode The BCM will enter Fuel Economy Mode when the estimated battery temperature is at least 0°C (32°F) but less than or equal to 80°C (176°F), the calculated battery current is less than 15 A and greater than −8 A, and the battery state-of-charge is greater than or equal to 80%. Its targeted generator output voltage is the open circuit voltage of the battery and can be between 12.5–13.1 V. When fuel economy mode is active, the generator is not charging, only maintaining open circuit battery voltage. The BCM will exit this mode and enter Charge Mode when any of the conditions described above are present.   Headlamp Mode The BCM will enter Headlamp Mode when ever the head lamps are ON (high or low beams). Voltage will be regulated between 13.9–14.5 V.   Start Up Mode When the engine is started the BCM sets a targeted generator output voltage of 14.5 V for 30 s.   Tow/Haul Mode (if applicable) Pressing the Tow/Haul Mode button located on the center stack, the vehicle system voltage is raised and the remote (non-vehicle) battery will be charged. Having the headlamps on will raise the system voltage and if the Tow/Haul button is applied it will not serve any purpose. The voltage is regulated between 13.9-14.5 V.      

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...