Jump to content

hard to fill gas tank 2016 sierra

rivertrail
 Share

Recommended Posts

rivertrail Enthusiast

rivertrail

Posted
Posted

If I let my tank get below a 1/4 of a tank, it takes me forever to fill it up. It always shuts off and i have to go really slow...wondering if anyone else has experience this and if you have how did you fix it.

  • Like 1
  • Replies 33
  • Created
  • Last Reply

Top Posters In This Topic

Popular Days

Top Posters In This Topic

Popular Days

Popular Posts

rivertrail
rivertrail

If I let my tank get below a 1/4 of a tank, it takes me forever to fill it up. It always shuts off and i have to go really slow...wondering if anyone else has experience this and if you have how did

bndawgs
bndawgs

I have the same damn problem with my 16 silverado. i leave half the nozzle sticking out, which seems to help.

speedbump
speedbump

I found leaving half of the nozzle out of the filler does help.

Havoc5454 Enthusiast

Havoc5454

Posted
Posted

I was having the exact same problem last week. I drove until the gas light came on then went to fill up and it took me about 20 minutes to get a quarter of a tank of gas into the truck. It kept triggering the shut off mechanism on the gas pump.

bndawgs Senior Enthusiast

bndawgs

Posted
Posted

I have the same damn problem with my 16 silverado. i leave half the nozzle sticking out, which seems to help.

  • Like 1
bc-chris Enthusiast

bc-chris

Posted
Posted

i have the same issue with my 2014.

 

there seems to be a 'sweet spot' to get the nozzle so it doesn't continually shut off the pump.

 

i also found that instead of sticking in the nozzle and trying to fill at 'full speed', if i start it off slow and gradually increase the amount of gas that seems to help

 

the pumps turn off becuz of a vacuum....

 

 

Near the tip of the nozzle is a small hole, and a small pipe leads back from the hole into the handle. Suction is applied to this pipe using a venturi. When the tank is not full, air is being drawn through the hole by the vacuum, and the air flows easily. When gasoline in the tank rises high enough to block the hole, a mechanical linkage in the handle senses the change in suction and flips the nozzle off.

 

my guess is that maybe the angle of the intake tube into the gas tank is 'just right' that it's messing up the airflow/vacuum? who knows??

  • Like 1
GMC207 Enthusiast

GMC207

Posted
Posted

Same problem on my 15. I have got so frustrated I've just drove off after a few gallons taking 5 minutes. At first I thought it was certain pumps.

  • Like 1
Clo004 Enthusiast

Clo004

Posted
Posted

My 2014 and my 2017 suffer from this. I think it is finding the sweet spot but I do notice it on certain pumps more than others. Its like when there is a longer nozel there seems to be an issue. I just pull it out an inch or so and then I'm all good.

'17 Sierra Enthusiast

'17 Sierra

Posted
Posted

I had that problem with a Corvette and it was the vent line between the two tanks that caused it. Apparently they got kinked during manufacturing. My '17 Sierra tops off without shutting off but I've only put gas in it twice.

Diver6 Enthusiast

Diver6

Posted
Posted

There was a vent valve in my 06 Denali that failed and it would not let air into the tank when filling, took forever to fill. If it fails or your in a cold climate were it could freeze closed that could be your problem, I'm sure they are on the new trucks as it's part of the emissions system.

mookdoc6 Senior Enthusiast

mookdoc6

Posted
Posted

Mine too! It was designed that way? You can't walk away from it or leave it unattended? I talked to the pump guy at Costco and he said everyone of the new large GM TRUCKS,SUV'S do it not sure if it's intentional or design flaw......So yeah...everyone does the gay fill up?

Marv88 Enthusiast

Marv88

Posted
Posted

Same thing here on my 2016 when the tank gets really low. I've tried holding the nozzle at different angles while maintaining the slowest speed possible manually however the pump still shuts off every few seconds until I get to a certain level so now I just try to fill up before it gets below 1/4.

Eddie 70 Senior Enthusiast

Eddie 70

Posted
Posted (edited)

With so many of you guys experiencing this, it's one time mine is different. I haven't had a problem filling mine since I got it. I always fill up at the same Exxon station. Usually the same pump too. I set it wide open and wash my windshield. The pump will cutoff when the tank gets full. I then top it to the next round dollar.

Edited by Eddie 70
  • Like 1

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
 Share
Go to topic listing

  • Latest Articles

  • Posts

    • Jake87
      2027 GMC Sierra: Official Discussion

      By Jake87 · Posted

      I hope to high heaven this is wrong. My Chevy farm trucks frame is lasting way longer than a newer Nissan Titan XD I got for a steal, and it only pulls trailers. A decade younger and it's frame is already way rustier than the waxed Chevy I drive across longs and ditches. Also, hasn't Ford been having tones of troubles with rusted frames? 
    • Coastie05
      2027 GMC Sierra: Official Discussion

      By Coastie05 · Posted

      Batteries don’t always show signs of a few years ago my vehicle started fine in the morning and took me to work. After work the battery was completely dead and I needed a jump. No, I didn’t leave anything on and the battery was only a couple months old. It was replaced under warranty. 
    • Jake87
      2027 GMC Sierra: Official Discussion

      By Jake87 · Posted

      AFM is confirmed in the Corvette engine, so I'm assuming the higher volume trucks will get it as well
    • NDKoze
      2027 GMC Sierra: Official Discussion

      By NDKoze · Posted

      If his battery was that bad I would think it would have been showing signs before this that were ignored. Stinks that it happened the way it did in rush hour traffic, but this seems like a pretty fringe scenario. I don't mind it that bad and never turn it off. The only slight annoyance for me is the slight delay between brake to gas, but I have gotten used to it and figure if it can save a little gas why not.
    • bluev8
      Intermittent no-code issues on 2022.5+ V8 trucks — what did the shop fail to capture?

      By bluev8 · Posted

      That is a good correction. I think “severity” was probably the wrong word for what I meant. What I really mean is closer to event priority, relevance, and actionability — not “this code is severe” or “replace this part.” I agree that a truck can have a lot of trivial or historical communication codes, and if the product starts pushing alerts for every stored or low-value event, people will ignore it very quickly. So the alert logic would need to be filtered. For example, I would not want a random old communication code to generate a push notification by itself. A useful alert would probably need to be based on things like: - new vs historical - active vs stored - repeated vs one-time - duration of the event - whether it happened near the driver-marked symptom - whether it happened together with voltage drop, reset, bus-off, misfire, oil-pressure change, etc. - whether the same pattern repeats under similar conditions So instead of saying “severity,” maybe the product should organize events by affected system and priority. For example: Misfire event: Show misfire counts / roughness first, then fuel trims, RPM/load, DFM/AFM state if available, coolant/oil temp, voltage, and related DTCs. Oil-pressure event: Show oil pressure first, but only in context — RPM, load, oil temperature, coolant temperature, DFM/AFM state if available, voltage, and baseline comparison. Communication event: Show which module/network/message dropped, whether voltage dropped, whether the recorder reset, whether it was active or historical, and whether it repeated. Voltage/reset event: Show battery voltage, crank/wake/sleep state, module reset, communication dropouts, and what came back online first. That also solves the display-order problem you mentioned. The main report should not always show the same fixed list first. It should show the system that appears abnormal first, and then the supporting values for that system. I also agree that the truck already has an oil pressure gauge and MIL. The point would not be to duplicate those. The value would be in showing what else was happening before and after the warning or symptom. For example, if the MIL comes on for a misfire, the truck already told the driver there is a problem. The useful part would be: - which cylinder or bank looked abnormal first - whether it happened after an AFM/DFM transition - whether fuel trims were already moving - whether oil pressure or voltage changed at the same time - whether the same pattern happened previously without a MIL On the OBD port point, I think you may be right for a consumer-facing version. OBD is much easier for the average owner: - easier install - easier removal - inside the cabin - easier phone connection - easier data download - easier to include a pass-through port for another scanner OBD is also the right place for DTCs, freeze frame, VIN, calibration information, Mode 6, and normal scan-tool parameters. The reason I was looking at ECM-side recording is that some events may be gone by the time someone plugs in a scanner, and some powertrain-side network evidence may not be available the same way through the DLC. But I agree that if an OBD-based version can capture enough useful evidence for most owners, that is probably the cleaner consumer product. Maybe the split is: - OBD/DLC version for most consumers - ECM-side version only if it proves it adds evidence that the OBD version cannot get - shop/pro version if deeper powertrain-side event evidence is actually useful So I would not want to force the inline approach if the OBD workflow solves most of the real-world problem. Your last point is probably the key product requirement: the report should be specific to the system showing the abnormality. Not “here are 50 parameters.” More like: “Misfire-related event detected. Here are the misfire/fuel/DFM/context values.” or “Oil-pressure-related event detected. Here is oil pressure compared with RPM/load/temp/baseline.” or “Communication event detected. Here is what dropped, when, and whether voltage/reset happened first.” That is a much better way to think about the report.

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...