Jump to content

Where are the knock sensors located on a 2013 5.3?

Mfire123

Recommended Posts

Mfire123 Enthusiast

Mfire123

Posted
Posted

I’m getting conflicting info on the location of the two knock sensors on a 2013 Silverado 1500 5.3. I know the older ones are under the intake but a I can’t find much info on “newer” models. Anyone know or have a diagram? 

 

Thanks. 

Mfire123 Enthusiast

Mfire123

Posted
  • Author
Posted
9 minutes ago, SierraHD17 said:

Side of the block on either side just above the pan rail.  Can't miss them.  

Ok thanks for the help. Do you know of any videos or guides to change them? And should the wiring harness be changed as well? 

SierraHD17 Senior Enthusiast

SierraHD17

Posted
Posted

No idea on any videos as it's not a common problem with the gen iv LS's.  The harness on the gen iv never should need changing unless its physically damaged somehow.  The gen 3 needed harnesses because it would corrode away with the sensor in the lifter valley.  

 

Its a sensor with a bolt through the middle of it along the pan rail on either side of the engine.  One is right beside the dipstick tube and the other is in front of the oil filter.  It's a little black or grey sensor with a single 10 mm head bolt right through the center with one little wiring harness connected.  Undo the bolt, unclip the harness, plug in the new one and torque it to 18 ft lbs.  Done.  

 

If you search gen 4 5.3 knock sensor on Google under images you will see the one by the dipstick tube.  It's as  straightforward as it can get.  Good luck!

Mfire123 Enthusiast

Mfire123

Posted
  • Author
Posted
3 hours ago, SierraHD17 said:

No idea on any videos as it's not a common problem with the gen iv LS's.  The harness on the gen iv never should need changing unless its physically damaged somehow.  The gen 3 needed harnesses because it would corrode away with the sensor in the lifter valley.  

 

Its a sensor with a bolt through the middle of it along the pan rail on either side of the engine.  One is right beside the dipstick tube and the other is in front of the oil filter.  It's a little black or grey sensor with a single 10 mm head bolt right through the center with one little wiring harness connected.  Undo the bolt, unclip the harness, plug in the new one and torque it to 18 ft lbs.  Done.  

 

If you search gen 4 5.3 knock sensor on Google under images you will see the one by the dipstick tube.  It's as  straightforward as it can get.  Good luck!

Thanks! New sensors coming in the mail tomorrow. 

SierraHD17 Senior Enthusiast

SierraHD17

Posted
Posted

rps20190526_183601.thumb.jpg.1025dad267ec2036d3ea3bb05fee9e06.jpg

 

Passenger side.  Starter isn't on this engine but you get the idea.  

 

rps20190526_183620.thumb.jpg.23b82042a2c3482655f100db96ba7571.jpg

 

Drivers side and you can see the sensor in relationship to the oil filter.  This is my LS3 crate with a Corvette oil pan and aftermarket motor mounts but it's easier to get a good picture than my 6 liter.  These bolts actually have 13 mm heads so it could be 10 or 13 lol.  The 6 liter I have sitting around is 13 mm as well and has some insulated covers on the sensors.  

 

rps20190526_184134.thumb.jpg.6bd0bdf94c23498be65ad156e3fa4c3b.jpg

 

Cover on

 

rps20190526_184203.thumb.jpg.ba238db3820eeaee36a21a38449e8c23.jpg

 

Cover pulled back.  Yeah I have a bunch of LS engines that are homeless lol.

Mfire123 Enthusiast

Mfire123

Posted
  • Author
Posted
10 hours ago, SierraHD17 said:

rps20190526_183601.thumb.jpg.1025dad267ec2036d3ea3bb05fee9e06.jpg

 

Passenger side.  Starter isn't on this engine but you get the idea.  

 

rps20190526_183620.thumb.jpg.23b82042a2c3482655f100db96ba7571.jpg

 

Drivers side and you can see the sensor in relationship to the oil filter.  This is my LS3 crate with a Corvette oil pan and aftermarket motor mounts but it's easier to get a good picture than my 6 liter.  These bolts actually have 13 mm heads so it could be 10 or 13 lol.  The 6 liter I have sitting around is 13 mm as well and has some insulated covers on the sensors.  

 

rps20190526_184134.thumb.jpg.6bd0bdf94c23498be65ad156e3fa4c3b.jpg

 

Cover on

 

rps20190526_184203.thumb.jpg.ba238db3820eeaee36a21a38449e8c23.jpg

 

Cover pulled back.  Yeah I have a bunch of LS engines that are homeless lol.

Thanks! Great stuff, I really appreciate the help. 

Archived

This topic is now archived and is closed to further replies.

Go to topic listing

  • Recently Browsing   0 members

    • No registered users viewing this page.

  • Forum Statistics

    250.4k
    Total Topics
    2.7m
    Total Posts

  • Member Statistics

    342,758
    Total Members
    8,960
    Most Online
    Randy Ginoza
    Newest Member
    Randy Ginoza
    Joined

  • Who's Online   5 Members, 0 Anonymous, 2,096 Guests (See full list)

  • Latest Articles

  • Posts

    • 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
    • davester
      Replacement Radiator

      By davester · Posted

      And use RA's 5% discount code if you buy from them.  google for the code, one is always available.

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...