Jump to content

Did GM fix the recirculation issues that plagued the K2XX platform?

SS502

By SS502
in Troubleshooting, Warranty & Recalls

 Share

Recommended Posts

SS502 Senior Enthusiast

SS502

Posted
Posted (edited)

As the title says, did GM fix the horrible recirculation "feature" for the new T1XX? Not saying the T1XX has a problem wondering if they fixed it from the previous platform. I am about ready to trade my almost new (less than 3,500 miles) 2018 Sierra in on something that will allow us to ride without burning eyes and coughing when following (or stuck behind) a vehicle spewing out stink. Seems no matter what setting I select, it is useless.

Edited by SS502
avalonandl Enthusiast

avalonandl

Posted
Posted

Are you talikng about ventilation? I thought GM has some of the best in the business. 

mfennema Enthusiast

mfennema

Posted
Posted
4 minutes ago, SS502 said:

As the title says, did GM fix the horrible recirculation "feature" for the new T1XX? Not saying the T1XX has a problem wondering if they fixed it from the previous platform. I am about ready to trade my almost new (less than 3,500 miles) 2018 Sierra in on something that will allow us to ride without burning eyes and coughing when following (or stuck behind) a vehicle spewing out stink. Seems no matter what setting I select, it is useless.

I cannot comment on the answer to your question, but I have noticed that the smell from other cars (especially people smoking) is much stronger in my 2018 no matter the setting than any previous vehicle I have ever had.

  • Thanks 1
SS502 Senior Enthusiast

SS502

Posted
  • Author
Posted (edited)
6 minutes ago, avalonandl said:

Are you talikng about ventilation? I thought GM has some of the best in the business. 

Yes the ventilation system. Doesn't matter where I set the controls the stench/fumes coming from other cars is horrendous. Drove behind (quite a ways back too) stinky diesel and it just fills the cab...every single time. If the outside air stinks you can't keep it out of the cab. I started a bounty fund for @pgamboato come up with a fix...

Edited by SS502
SS502 Senior Enthusiast

SS502

Posted
  • Author
Posted
Just now, avalonandl said:

There is a Recirc mode.

Yes, I am aware of it and that's what I am talking about...it flat doesn't work. Even GM has admitted it only cuts out about 60% of the smell from outside because they designed it that way to keep dust out which makes no sense to me but they acknowledge that it lets fumes through.

SS502 Senior Enthusiast

SS502

Posted
  • Author
Posted (edited)
4 minutes ago, avalonandl said:

It should be 80/20.

OK...I'm not about to argue about the ratio (GM has posted 60/40) of fresh/contaminated air...the bottom line is it lets too much in. There is a whole section over in the K2XX forums about this problem. I am asking if GM fixed the issue for the 2019 because I will probably trade my 2018 in for a vehicle that has a recirculate function that really works. 

Edited by SS502
  • Like 1
SS502 Senior Enthusiast

SS502

Posted
  • Author
Posted
1 hour ago, SS502 said:

OK...I'm not about to argue about the ratio (GM has posted 60/40) of fresh/contaminated air...the bottom line is it lets too much in. There is a whole section over in the K2XX forums about this problem. I am asking if GM fixed the issue for the 2019 because I will probably trade my 2018 in for a vehicle that has a recirculate function that really works. 

ALL- I am not concerned about the clean/dirty ratio. I am trying to ask 2019 owners if they have an issue with stinky/disgusting Ford exhaust flowing into their cabins when they have the recirculate button pushed. Thank you.

AMPRG Enthusiast

AMPRG

Posted
Posted (edited)
1 hour ago, SS502 said:

OK...I'm not about to argue about the ratio (GM has posted 60/40) of fresh/contaminated air...the bottom line is it lets too much in. There is a whole section over in the K2XX forums about this problem. I am asking if GM fixed the issue for the 2019 because I will probably trade my 2018 in for a vehicle that has a recirculate function that really works. 

Well, I had the same issues as yours when I had my 2014. My new 2019 is much better, but don't expect completely air sealed. 

When I end up behind Marijuana smokers, I turn off the AC and manually push the recirculation button (its light comes ON). In this way, my 2019 seals the vent fairly okay, and much better than my old 2014. 

By the way, if I were you I wouldn't get rid of my new truck just because of this issue. Unless you are looking some justifications to get the new one. Then I can give you a list ?

Edited by AMPRG
  • Thanks 1
SS502 Senior Enthusiast

SS502

Posted
  • Author
Posted
1 minute ago, AMPRG said:

Well, I had the same issues as yours when I had my 2014. My new 2019 is much better, but don't expect completely air sealed. 

When I end up behind Marijuana smokers, I turn off the AC and manually push the recirculation bottom (its light comes ON). In this way, my 2019 seals the vent fairly okay, and much better than my old 2014. 

By the way, if I were you I wouldn't get rid of my new truck just because of this issue. Unless you are looking some justifications to get the new one. Then I can give you a list ?

First, THANK YOU! I am not wanting to trade in and I know it's never going to completely be free of outside air but not sure I can live with this stench. We have a lot of controlled burns around here and neither of my Honda's let in much, in fact we usually don't smell it until we are past the smoke, then some finds it's way in and that's acceptable. Just this morning I was behind a school bus and not close at all and within a city block it smelled like I was 2 feet off the bumper with my windows down LOL..again, thank you! If I trade I will wait until the second batch of the T1XX is out :thumbs:

  • Like 1
newdude Senior Enthusiast

newdude

Posted
Posted (edited)

HVAC blower box in T1 is different than in K2 by a good bit, but I can't find any specs on recirc from GM.

 

As far as K2...

 

3 hours ago, SS502 said:

OK...I'm not about to argue about the ratio (GM has posted 60/40) of fresh/contaminated air...the bottom line is it lets too much in. There is a whole section over in the K2XX forums about this problem. I am asking if GM fixed the issue for the 2019 because I will probably trade my 2018 in for a vehicle that has a recirculate function that really works. 

 

This is straight from GM:

 

Quote

GM Engineering has released updated HVAC calibrations which will close the recirculation door 90% when in recirculation mode. This will allow the HVAC system to draw in approximately 10% outside air, thus slightly pressurizing the cabin, making it more difficult for dust to enter the cabin. This is similar to how the previous generation truck's recirculation mode operated.

 

Edited by newdude
SS502 Senior Enthusiast

SS502

Posted
  • Author
Posted
8 minutes ago, newdude said:

HVAC blower box in T1 is different than in K2, but I can't find any specs on recirc from GM.

 

As far as K2...

 

 

This is straight from GM:

 

 

Okay, lets just agree on now 90% it doesn't matter to me if they say 99% the system doesn't work nearly as well as what I've always had, not even close. My 2008 Avalanche worked just fine and both my Honda's work just fine. Anyway, I asked a simple question and based on the replies, I should just live with 60-80-90% blocked off (although I highly doubt those claims) or whatever the real number is. I am not lashing out at you @newdude at least you mentioned a 2019 :thumbs: So I will just shut up and color, it must all be in my head LOL We must be having one of those group hallucinations...

 

 

Yotaman Enthusiast

Yotaman

Posted
Posted

I find it ironic that my 1988 Toyota PU had a sliding damper that went from recirc to fresh and when the recirc door closed no outside air came in......Ohhh the simple things I long for. I really don't understand my 14 Sierra system and do not even really try.

 

 

 

Yotaman

  • Thanks 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

    • 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...