Jump to content

  • 0
pratt9234

2015 GMC SIERRA DENALI REGEN ASSISTANCE

Question

Hello,

 

I am desperate for any assistance that can be provided for our situation. 

 

We are US military stationed in Germany. Our 2015 Sierra recently threw the p21dd code. We ordered the replacement reductant tank and installed it ourselves. The engine codes were cleared but we are still getting limitations on our speed and distance. We are stuck at 88kph/80km until we drop down to 6kph. In the research that I've done so far, it seems we need a manual regen done on the truck in order for the limitations to go away. 

 

This is where we are having the biggest issue. GM will not assist us in any way because we do not reside in the US. They constantly revert us back to the German GM entity and I've lost all hope in trying to communicate with them. We have been hung up on more times than I can count because we do not speak German. So, is there any hope for fixing our vehicle before it goes limp? If we can't get it fixed, we don't know what we will do as we cannot sell it in this state, we can't ship it in this state, and we definitely can't drive it. 

 

We are struggling to find a light at the end of this tunnel and would greatly appreciate any help available. 

 

Share this post


Link to post
Share on other sites

2 answers to this question

Recommended Posts

  • 0

First off, thank you for your service. 

 

There's the possibility that this tank heater will not work until the BCM is programmed for the new part. GM loves doing this - big cash cow for them - pay for labor, pay for programming, so you pay twice.  For example, if the Fuel System Control Module on my '07 Silverado fails, and I replace it, the truck will not start or run until the computer is reflashed. 

 

There's also the possibility you got a bad, new part - seems to be par for the course these days. My experience with diesels is pretty slim, but my dealing with parts that are bad right out of the box is extensive. As a last resort, if there is any way to return the new tank, I would, and try another. Hate to recommend winging parts at it, but whenever a new part doesn't fix something, the new part is always suspect these days, unfortunately.

Share this post


Link to post
Share on other sites

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


  • Similar Content

    • By Gorehamj

      John Goreham
      Contributing Writer, GM-Trucks.com
      6-2-2019
      Pricing
      Chevrolet has just announced its prices and specs for its first-ever inline-six turbo-diesel offered in a Chevy full-size light-duty truck. The all-new 3.0-liter Duramax turbo-diesel will offer class-leading torque and horsepower according to Chevy. First up, pricing. The new Duramax option will be available on LT, RST, LTZ and High Country models. It is priced identically to the 6.2L V-8 option as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model.
       
      Specs
      Next up, specs. The Duramax 3.0-liter engine will generate 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience. Being a diesel engine, power is low relative to bigger V8 gas engines, but pretty substantial for its displacement at 277 horsepower.
       
      “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.”
       

       
      Design and Technology
      Since the engine is an inline six, it is inherently balanced. There is no need for balance shafts and the engine only requires two cams. Chevy uses a cast aluminum alloy block that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering a 25 percent mass savings over a cast iron engine block. Chevy says there are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps. Chevy went on to add that the rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet. GM used a thick piston crown — the top of the piston — and also a reinforced top ring to add strength to support the high cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio. To ensure durability, Iron cylinder liners are employed. “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.”
       

       
      Here is a quick rundown of some other features of this new engine:
      OHC: Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.
      A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
       
      Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute.
       
      Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates.
      Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates.
      The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet.
      When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine.
       
      A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds.
       
      A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil.
       
      Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology.
       
      Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head.
       
      Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle.   
       
      Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction.
       
      Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively.
       
      Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake.
       

       
      Transmission:
      Chevy will offer just one transmission with the 3.0L Duramax,  its 10L80 10-speed automatic transmission. The transmission features a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency, and refinement. Exhaust braking is part of the design. This technology uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode.
       
      Due to some minor emission certification delays, the new diesel engine will be available in early 2020, rather than late 2019.  
       
       
       
       
       
       
    • By Zane

      Zane Merva
      Executive Editor / Publisher - GM-Trucks.com
      May 24th, 2019
       
      A few days after we got a look at the changes for the 2020 Sierra, Chevrolet is letting on to what's going to change for the 2020 Silverado. Surprise, it's actually some significant stuff. 
       
      More 6.2L
      First up, the 6.2L makes its long awaited move to trim levels below LTZ. Now Custom Trail Boss, RST, and LT Trail Boss trim levels can also order the 420 horsepower engine option. As owners of a 2019 LTZ with the 6.2L , we highly recommend it. 
       
      More 10-speed
      LT Trail Boss and High Country with the 5.3L engine will upgrade to the all new 10-speed transmission. This move was more expected as GM flushes out the 10-speed into more models and slowly phases out the 8-speed and 6-speed transmissions its sold for years. 
       
      A New 3.0L Diesel
      The new light duty Duramax makes it's debut in 2020. It will be available on LT, RST, and above trim levels.  This engine will also come with the new 10-speed transmission. 
       
      Smaller changes
      Other additions to the lineup for 2020 include adaptive cruise control and a new "transparent trailer" camera system that displays up to 15 different views. 
       
      Order Guide
       
      Deletions 
           (GE0) Oakwood Metallic
           (PDT) High Country Premium Package
           (R13) WT Appearance Package
      New Features 
           (DPO) and (DQS) Vertical Trailering Mirrors
           (KSG) Adaptive Cruise Control now included in (PDJ) Safety Package II
      Changes 
           (MQB) 10-speed transmission is now standard on 4WD High Country models with (L84) 5.3L EcoTec3 V8 DFM engine and LT Trail Boss
           (UV2) HD Surround Vision is replaced with (UVS) HD Surround Vision with Two Trailer Camera Provisions
           (CWM) Technology Package now includes (UVN) Bed View Camera
           (PCV) WT Convenience Package is now available with (ZW9) pickup bed delete
           (PTT) Tire Pressure Monitor System becomes (PTT) Tire Pressure Monitor Sensors
           (V46) and (VJH) Chrome bumpers are now free flow on 1WT
           (Q5U) 17" Bight silver painted aluminum wheels are now free flow on 1WT
       
      2020 Chevrolet Silverado Photos











       
    • By pratt9234
      Hello,
       
      I am desperate for any assistance that can be provided for our situation. 
       
      We are US military stationed in Germany. Our 2015 Sierra recently threw the p21dd code. We ordered the replacement reductant tank and installed it ourselves. The engine codes were cleared but we are still getting limitations on our speed and distance. We are stuck at 88kph/80km until we drop down to 6kph. In the research that I've done so far, it seems we need a manual regen done on the truck in order for the limitations to go away. 
       
      This is where we are having the biggest issue. GM will not assist us in any way because we do not reside in the US. They constantly revert us back to the German GM entity and I've lost all hope in trying to communicate with them. We have been hung up on more times than I can count because we do not speak German. So, is there any hope for fixing our vehicle before it goes limp? If we can't get it fixed, we don't know what we will do as we cannot sell it in this state, we can't ship it in this state, and we definitely can't drive it. 
       
      We are struggling to find a light at the end of this tunnel and would greatly appreciate any help available. 
       
  • Recently Browsing   0 members

    No registered users viewing this page.

  • Forum Statistics

    207,486
    Total Topics
    2,220,351
    Total Posts
  • Member Statistics

    176,803
    Total Members
    8,960
    Most Online
    Nate2500
    Newest Member
    Nate2500
    Joined
  • Who's Online   79 Members, 0 Anonymous, 648 Guests (See full list)

×

Important Information

By using this site, you agree to our Terms of Use.