Jump to content

Recommended Posts

Posted

I've tried searching for this, but came up empty so far. So I'm hoping someone may have seen or heard of this one.

For years my 06 Tahoe Z71 4WD 5.3, would properly reset the oil life back to 100%. Now for the last 2 oil changes it has decided that it doesn't want to. On the previous reset attempt it would only reset to 82%.
On the most recent Oil Change it only reset to 52%. This isn't really a big problem just quite odd.
I did note that when it only reset to 82% that it still took the same 10K or so miles to get down to 0%.

Of course when it didn't fully reset the first time I reset it several times all going to only 82%. Now that it's only resetting to 52% I'll have to see how it does.
 

Posted

You can always try disconnecting the battery and see if that helps.  Other wise if it will not fully reset, which is odd, you might have to take it to the dealer if you want it fixed or just live with it.  Since it isn't really anything major and you follow the mileage anyway then leaving it would be my choice. I know it sucks but it isn't worth the cost to fix something so small, at least to me it isn't. 

Posted

What method of reseting the oil life are you using? Try the manual method if you already havent turn key to key on engine off three times then hit the gas pedal to the floor 3 times within five seconds turn key back to off and start it and check. Sometimes takes me up to three times for it to work but mines a dinosaur (99 5.3)

Posted

I'll try the battery disconnect procedure, but I don't think that will effect this problem. 

 

Yes, I'm doing the peddle pump method.   and it worked, to some extent, it went from 0% to 52%. So it took the command, just didn't fully reset. 

 

However off base this may be, and this is just a thought on my part with no basis on service information or anything else of the sort.

I sort of thinking that it may be indicating a looming problem in the ECM such as an CMOS battery that is going down, and the reset is maxing out at the battery voltage.

Of course I don't even know if it has a CMOS battery in the ECM. But that's the thought that popped into my head.  It's not unlike GM to use one indicator to indicate more than one thing.

  • 2 years later...
Posted

I'm sure others will see this sooner or later.. But it wasn't long before the Engine Oil life will only reset to 0%. Yes it does indicate that it is doing the reset.

In my way of thinking as a Electronics person, I'm thinking that GM is actually using a super cap, or something similar and discharging it at a controlled rate to give the "Oil Life" and that that device has failed. Now of course the question would then be were is the engine oil life number generated. Most likely in the ECM, but could be the BCM, or someplace else.  Seems no one knows where this comes from.

 

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
  • Latest Articles

  • Posts

    • Did have to make 1 modification because of the WeatherTech rear mud flaps and that was needing 3 longer screws than what came with the install package. 😄
    • Picked up the liners yesterday. Installed passenger side WITHOUT any modifications. All mounting holes lined up perfectly. Rain is interfering today with drivers side. Very Happy! Will add pics when finished
    • As a matter of amusement I’ll leave this conversation with this. Do you beat the government average fuel estimate? Statistics are a guide to me. Not a rule. Someone once said I have to have the last word. If true and possible may be. I’ll blame that on working in a family business.
    • 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.
    • 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?
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...