Jump to content

Recommended Posts

Posted
1 hour ago, Silverado4x4 said:

TrailDemon have you check the level after they replace the oil line? You look like your 1/2 quart low on the stick now with that said if they replaced the line at the dealership then fill the motor with oil to the proper level on the stick and then started the motor the empty line and oil cooler will purge with oil (getting the air out) giving you about 1/2 quart down on the stick so fill it up to the proper level on the stick and keep an eye on it.

I did go over the oil leve days after and to me it looks like it’s missing more thn 1/2 quart ? 

Posted
On 6/15/2019 at 10:41 AM, jasnak said:

Not an oil leak, engine burning oil now because of the oil line failure and blew all the oil out. Read the thread. 

I think the last few years have shown these di gm engines consume oil, some more then others. Just look at the couple post were forum members took the head off their engines and found oil/carbon deposits all over the valves and top end of the engine. A reason why many here have chosen to install catch-canisters to help reduce the oil build up.

Posted

first service at dealer 6500 miles no signs of any oil leakage anywhere including cooler lines and crimps, at least that's what I was told!

Posted (edited)

Changed my oil again 5,000 miles did the first change at 900.4,100 miles exactly at full mark before change. PP 4qrt 5/20 4 qrts5/30  Napa gold filter

Edited by K455
Posted
On 4/30/2019 at 1:31 PM, quicksilverc5 said:

In looking at the cooler design, it looks like you may be able to replace the whole setup with an AN fitting/braided line setup.  The attachment to the block looks to be similar to the LS designs, When I have a chance I need to look at the attachment to the radiator.  Of course if you do this and mess up its all on you.  Other option is to do a delete.  We'll have to see if its an issue like the window....bad supplier or if it a design flaw do to pressure changes.  I notice that my Oil Pressure varies quite a bit while driving and that could be stressing the connection.

Can you post a pick, if you havent already. going through all the pages

Posted

Hey, got my oil sample back from a 3rd party after this oil cooling line blew all the oil out of the engine  and it came back good no traces of any metal.?  Good peice of mind to have after this incident. If this happened to you I’d recommend getting your oil tested too. Cheap to do for

reasurance 

  • Like 2
  • Thanks 1
  • 3 weeks later...
  • 3 months later...
Posted



2019 Silverado, 23.5k miles.  Oil Cooler Line fail.

Replaced line, refusing to provide CCL letter from the GM Customer Service folks...  Wondering who might I escalate this with?

Posted
1 hour ago, James Dunn said:



2019 Silverado, 23.5k miles.  Oil Cooler Line fail.

Replaced line, refusing to provide CCL letter from the GM Customer Service folks...  Wondering who might I escalate this with?

I am just curious what you filmed this with

  • 1 month later...
Posted (edited)
22 hours ago, jasnak said:

Just wondering if GM fixed this problem or is anyone still having this problem with the cooler lines.

Funny you brought this back up because I was thinking about this the other day and it seems that they all posted the problem all around the same time and now we hear nothing.

 

I was down the dealership on 12-06-19 for the recalls on my truck and was talking to a friend of mine who is in charge of the mechanics in there shop and he said since they have been selling the 2019 T1 truck he has yet to have one come in the shop for a oil line failure, not one. 

Edited by Silverado4x4
Posted

Haven’t seen anything for months on the FB group either. I don’t think this problem is as widespread as 17 pages would suggest, and probably no more common than it was on the last generation.

 

Now the window leak....that’s something!!!

Posted (edited)

2019 GMC Sierra at4 6.2 liter, 11,000 miles. Driving at 20 mph all of a sudden alarms going off saying turn off engine zero oil pressure.I immediately turned it off. Got out to look at it and notice all the oil pouring out the front bottom of grill. Called tow truck and back to dealer. Let’s see what happens. 

Edited by Jaels
Typo
  • Sad 2

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

    • 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? 
    • 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. 
    • AFM is confirmed in the Corvette engine, so I'm assuming the higher volume trucks will get it as well
    • 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.
    • 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...