Jump to content

Hard Starts in the cold weather

insidethreat07
 Share

Recommended Posts

insidethreat07 Enthusiast

insidethreat07

Posted
Posted

As the title states I have a 2000 Silverado 2500 6.0 that is having a hard time starting in cold weather. Fuel pressure regulator is good, fuel pump had the correct PSI at key on, starting and running. Sometimes the truck will crank and crank with no fire, turn the key off then try again and same results. After it does start and idle for a couple minutes, most times it has no problem starting up again.  My buddy is checking it out with a tech II at the Chevrolet dealership which it only acts up once or twice a day, so it is kind of a longer process. We are going to be putting in plug and wires, since the wires are about fried and new plugs just cause I don't know how long they have been in there. It's never acted up one time with a misfire, but can't hurt to put new acdelco ones in. Even though the fuel pump is fine, we are going to be putting a new Acdelco one in since who knows how old the one in there is.

 

Any ideas or suggestions? I'm pretty sure we can rule out fuel since there is the appropriate fuel pressure at the rail. I'm not sure if maybe a sensor could be causing thos headache or what could be going on

insidethreat07 Enthusiast

insidethreat07

Posted
  • Author
Posted

usually anything in the single digits into the - temps. No flex fuel around here. It did start up every time today and it was around 7-11* outside all day

sdeeter19555 Senior Enthusiast

sdeeter19555

Posted
Posted
usually anything in the single digits into the - temps. No flex fuel around here. It did start up every time today and it was around 7-11* outside all day
I only ask because flex fuel and/or higher alcohol contents can hinder cold weather starting.

Steve
2012 2500hd 6.0l

insidethreat07 Enthusiast

insidethreat07

Posted
  • Author
Posted
Just now, sdeeter19555 said:

I only ask because flex fuel and/or higher alcohol contents can hinder cold weather starting.

Steve
2012 2500hd 6.0l
 

Ahh fair enough. I only use 87. i did put some of the lucas injector cleaner in the tank about 3-4 days before all this happened but I don't think that should affect it any, I've been using it for quite a while

redwngr Senior Enthusiast

redwngr

Posted
Posted

By hard start do you mean extended crank time?

 

If so, this may ease your concern:

http://sandyblogs.com/techlink/?p=2971

 

 

Extended Cold Crank with Direct Injected Engines

postdateicon.pngFebruary 20, 2014

The 4.3L, 5.3L, and 6.2L (RPOs LV3, L83, L86 and LT1) direct injected (DI) engines (Fig. 14) available on some 2014-2015 Corvette, Silverado 1500, Suburban, Tahoe, Sierra 1500 and Yukon models may have an extended or long crank time during cold ambient air temperatures.

 

2014 "LT-1" 6.2L V-8 VVT DI (LT1)

Fig 14

 

Direct Injection engines may have slightly longer cold crank times than that of port fuel injected engines. Direct Injection systems run at higher pressures and the mechanical pump on the engine must build up the required pressure before the first injection event occurs.

 

Following are typical DI engine crank times using gasoline:

 

Screen Shot 2014-02-20 at 11.22.51 AM

 

If the temperature is below -22°F (-30°C), the recommendation is to perform an assisted start (such as with the use of a block heater).

 

For ethanol fuel, see #PIP5174: Extended Engine Crank Times When Using E85

dewfpo Senior Enthusiast

dewfpo

Posted
Posted

Have your buddy check all the temp sensors, engine, air, etc.... with the Scan II.   If a temp sensor is out of whack it will affect how much fuel is injected and the ignition timing so you can have a no start condition.   

 

Also have him check the crank position sensor which tells the ECM when to fire the coils.

 

DEWFPO

insidethreat07 Enthusiast

insidethreat07

Posted
  • Author
Posted (edited)

he already told me that he is going to check all that stuff only bad thing is he can only check 1 or 2 things while my truck won't start, once it starts, it usually doesn't have a problem. Engine coolant temp sensor I'm assuming?

Edited by insidethreat07
redwngr Senior Enthusiast

redwngr

Posted
Posted
22 minutes ago, insidethreat07 said:

No as in  not starting at all. I don't have a direct injector engine either

I obviously should pay better attention to the section....:mad:

insidethreat07 Enthusiast

insidethreat07

Posted
  • Author
Posted
Just now, redwngr said:

I obviously should pay better attention to the section....:mad:

Its all good, no worries

  • 11 months later...
ChevyCZ New Member

ChevyCZ

Posted
Posted (edited)

Hi @insidethreat07! Did you ever get this resolved? I've got the same symptoms on my Tahoe - it hard starts on cold weather (around 30F). I checked essentially everything:

  • Fuel pressure - 55-60psi ignition on, around 50psi engine running, around 60psi when fuel pressure regulator disconnected
  • Fuel presure regulator is good - tested above and there's no sign of fuel leak
  • Spark plugs are new (it did it before change too)
  • MAF sensor is new
  • MAP shows correct values, IAT shows correct values, ECT shows correct values

The only thing that's odd with the truck is that it's impossible to start when the fuel level is lower than quarter-tank. It always helps to add few gallons of gas. The fuel pump is also audible whinning from outside. I think it's a candidate for replacement soon but it really bugs me the low-temperature relation...

Edited by ChevyCZ
insidethreat07 Enthusiast

insidethreat07

Posted
  • Author
Posted

Yeah it was some type of sensor under the steering wheel. It was sending wrong information to the computer where it was putting my truck into a security safe mode. I can't remember what the part was called though

Hillwood Enthusiast

Hillwood

Posted
Posted
Yeah it was some type of sensor under the steering wheel. It was sending wrong information to the computer where it was putting my truck into a security safe mode. I can't remember what the part was called though
Pass lock sensor.. It reads the key.

Sent from my SM-G965U using Tapatalk

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

    • Aimatdeer
      Ac not keeping up

      By Aimatdeer · Posted

      Monday looks like a good day for the dealer to test an ac issue. Hopefully it all turns out good.
    • CamGTP
      Gas Prices

      By CamGTP · Posted

      Paid $2.72 for E85 today.
    • Atlas
      Gas Prices

      By Atlas · Posted

      Welcome back! No, it definitely doesn't pass the sniff test. Even "ceasefire" needs an alternative definition these days.    $5.29 at Kroger today
    • 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 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?
    • scotthvac.net
      2022-24 halogen - led grille swap

      By scotthvac.net · Posted

      2024 Silverado 2500 HD LTZ grille no camera Parts list   84603331 84913656 84913657 84913654 84913655 84911567 84911568 85646092 85646093 85797921 85797922   11570637  x10-15   grille/bumper bolts 11546500  x10      grille clips 11571006  x10      push/retainer clips 11546454  x6       nut retainers 11611609  x6       M5 bolts 11610700  x6       molding/trim retainers

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...