Jump to content

Recommended Posts

Posted

Looks like another change of the EVAP. Did the part you replaced be an AC Delco part?

 

At least you don't have to pull the bed like I did to get to it.

 

As for the fuel pump, it will cause hard starting. Best way to find out is do check fuel pressure. I got a loaner gauge from Auto Zone to check mine.

Posted

BOught a Dorman part both times (replaced 6 months ago).

 

Dorman 911-032 Vapor Canister Purge Valve

 

I went and filled up and it started fine. Code hasnt come back (yet). Hopefully this thread will help others. The fix is like $20 and maybe 5 mins of work.

Posted

Your original problem was no start after refueling, my response is the same. Your purge valve is stuck open, weather you've changed it or not before.

Posted

BOught a Dorman part both times (replaced 6 months ago).

 

Dorman 911-032 Vapor Canister Purge Valve

 

I went and filled up and it started fine. Code hasnt come back (yet). Hopefully this thread will help others. The fix is like $20 and maybe 5 mins of work.

 

Just an opinion, but........

 

When it comes engine metering, I would stick with stock components that were labeled Delco, Delphi, or GM - only.

 

Some of us had to learn the hard way.

Posted

I have had good luck with Dorman parts in the past, we will see how this one goes

 

Truck ran flawless today and it hasnt the past few wks.

Posted

Another fill up and a week of cold (freezing temps). No issues truck is firing right up again

  • Like 1
  • 4 years later...
Posted

I replaced all the spark plugs rapidfire Delco every part on my truck is completely brand new not saying that something did not break or go bad I know parts go bad I’m having trouble hard start turns over over but don’t start then when it does start sounds like it has a cam in it changed all the injectors brand new check for vacuum leak with brake cleaner replaced all O2 sensors by the way I’m having a low-voltage high-voltage or bank to downstream replace the plug off the main harness didn’t change it I know I have a short somewhere my problem is the truck is not wanting to start when it starts it is completely smells like it is flooded at first I thought the fuel pump it’s brand new change pressure regulator brand new same time when I did the injectors and the plugs But she is running horrible when she does start multiple misfires and then it goes away sometimes and here’s the FYI sometimes I get her to fire right up first time Confused don’t know where to go I have $23,000 in my 2001 Tahoe everything down to the brake lines every charcoal canister every electrical component fuel everything my battery has been acting kind of funny lately I’m going to try changing the fuel pump relay to see if that works any help would be absolutely amazing guys took out the fuel pressure regulator in about a gallon of fuel shout out so has good pressure And change the fuel filter lost I even replace the valve cover with the new system on the driver side I love my Chevy wouldn’t drive anything else please help if you can

Posted (edited)

I had those symptoms once. I got a load of water in the gas from an unfamiliar station. I had to have the tank pumped out.

Edited by Beamie
Posted

Pump the tank out I had some water in the fuel I hit a water puddle about a year ago but I don’t think it’s from that I thought it was for maybe a gas station kind of the same as you I did replace the purge valve solenoid yesterday and it fired right up I’m still getting a lien code or bank to downstream O2 sensor but I just replaced it may be bad part I may be a short in the wire for the roof I bought some fuel out of the where the fuel filter is into a glass jar 

found so water in fuel I ordered the oil catch can

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
  • Recently Browsing   0 members

    • No registered users viewing this page.
  • Forum Statistics

    250.4k
    Total Topics
    2.7m
    Total Posts
  • Member Statistics

    342,758
    Total Members
    8,960
    Most Online
    Randy Ginoza
    Newest Member
    Randy Ginoza
    Joined
  • Who's Online   4 Members, 0 Anonymous, 2,160 Guests (See full list)

  • Latest Articles

  • Posts

    • I thought I would use your thread and add to it as I just did my first longer drive with my truck in the last couple of days. I drove from the Grande Prairie area of Alberta down to Edmonton and most of where I drove in the city was the ring road so fairly free flowing but a bit of stop and go as well in the city. Stayed the night and returned home and not too many stops along the way each way but every restart and certainly every cold start sets it back for fuel mileage. Why I say that is I see some people will cherry pick a fuel mileage leg after the vehicle had been warmed up driveline wise before hand and its a forgiving ( easy rolling drive leg for example ) and call that their fuel mileage which can give a false perception of reality. I was not heavily loaded at all but never the less the flip bak cover, rubber bed mat, various tools etc and extra jerry cans of fuel all way up to a few hundred pounds of dead weight so its not an empty truck. The cold inflation tire pressures are set more near the freezing point so once they are warmed up driving I was showing 45 front and over 40 rear and realize high inflation pressures would help a little in fuel mileage but certainly not the ride on our crap sections of highway. The weather was good so was not raining as that can really drag mileage down, in fact I had a bit of a tail wind on average driving home. Most people on here would never have driven on that freeway to visualize it but its got a fair bit of rolling type of landscape with numerous river valleys. For the most part I had it on cruise set to 62 although kicking it off if I caught it in time before it started down shifting and self braking going down the grades. Most of the more substantial grades its shifting into 7th I believe as 8th just doesn't have it. Total distance round trip was 643 miles and my overall average and I did refuel three times in all, figured out to 17.65 miles per US gallon. My best fuel mileage section refuel within all of this figured out to 18.46 and these are all hand calculated figures. I find if anything that the trucks computer can be over optimistic, sometimes its pretty close but other times its stretching it. On paper persay in theory the truck would have just about made it on fumes for that whole drive without refueling once.    Which made me think of the topic thread of the wonder if these trucks could do 20 mpg and that is a good question, certainly would have to be on an easy going flat highway, no head wind, the right temperature, not packing around a bunch of dead weight and puttering along even slower than I was I would suspect and going steady and not stopping to smell the flowers or take a piss !. It probably is possible but not without effort to attain that with the wind resistance and weight of these trucks. Of course on my drive most people are passing me if they have the power as per loaded highway tractors, never mind a lot of speedy vehicles but the speed limit is 68 and most are at or well over that. 
    • Monday looks like a good day for the dealer to test an ac issue. Hopefully it all turns out good.
    • Paid $2.72 for E85 today.
    • Welcome back! No, it definitely doesn't pass the sniff test. Even "ceasefire" needs an alternative definition these days.    $5.29 at Kroger today
    • That makes sense, and I think you are describing the real product problem. Capturing data is the easy part. If the owner or technician has to manually dig through five minutes of millisecond-level logs, the product has already failed. The device would be at the ECM harness, not at the OBD port, so I agree that data retrieval and event marking need to be thought through carefully. The way I am thinking about the architecture is: The recorder itself should not depend on a phone, app, Bluetooth, Wi-Fi, or cloud connection to capture the event. It should always keep a local rolling buffer and lock the event locally. A button, phone app, or small cabin device would only act as an event marker. If the driver feels a stumble and presses the button 10–30 seconds later, the pre-buffer has to already contain the useful data. For data retrieval, the practical options would be a sealed service USB lead, Wi-Fi download, or a phone/cabin companion device. I would not expect the owner to remove the ECM-side module or work with raw files directly. The cloud or AI side would be for interpretation, not for capturing the event. The truck may have no connection when the issue happens, so the evidence has to be saved locally first. After that, cloud processing could help decode the data, compare it against baselines, and generate a readable report. For the first version, I would keep the automatic triggers conservative and objective: driver event marker bus-off error passive voltage drop / brownout device reset FIFO or queue overflow a normally periodic message disappearing side-to-side communication mismatch, if the topology supports that For “learning normal,” I agree with your point, but I would not want to overclaim it as automatic root-cause diagnosis at first. A realistic first step would be learned baseline comparison for that specific vehicle and operating condition. For example, a value would only be compared against similar conditions: RPM range load / MAP throttle position gear / vehicle speed coolant and oil temperature battery voltage AFM/DFM state, if decoded and validated Then the report could flag things like: this periodic message disappeared compared with its normal timing this value deviated from this vehicle’s normal range under similar conditions the same abnormal pattern repeated after the same type of event the anomaly occurred together with voltage, oil-pressure, misfire, or communication changes But I would still call that “abnormal pattern detected,” not “replace this part,” unless there is enough validated repair data behind it. So the intended product would not be “here is a huge log.” It would need to be an event package: what triggered the capture how much pre/post data was preserved what changed before and after the event whether the device itself reset, overflowed, or saw a bus error selected graphs around the event raw data only as supporting evidence From your perspective, what would make this kind of report useful instead of just another datalog? For example: What are the top 5 parameters or events you would want highlighted first? Would you trust a learned baseline for that specific vehicle, or would you prefer fixed thresholds? How much false-positive flagging would be acceptable before you stopped looking at the reports? What would a one-page report need to show for an independent shop to take it seriously? For misfire, AFM/DFM, oil pressure, or U-code complaints, what would you want the tool to flag automatically?
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...