Jump to content

Recommended Posts

Posted

Hi all,

 

I'm new to this site, and joined because I'm having an issue with my 2018 Yukon with 22k miles.

 

Last night, I parked the vehicle in my garage and today I when I went in my garage, I could hear a ticking noise. The noise is similar to a battery operated wall clock but it is clicking faster then once a second, closer to twice a second. It took a while to figure where the sound originated from, but finally, I found that I hear the sound the strongest coming from the drivers front wheel-well. I started the truck with hopes that it may reset whatever it is, but unfortunately it didn't.

 

To clarify, this does not sound like exhaust or an engine cooling, the truck has been started in 18 hours. When I did just started it, it started fine and I could not hear the ticking with the engine running.

 

Does anyone have any idea what may be powered up and that could cause a ticking sound?

 

Thanks, and I'm glad to be on here, hopefully, I can get and maybe even offer future ideas.


Bob

Posted

i think you might be hearing the high pressure fuel pump....direct injection makes a ticking noise

Posted

He said the noise is there with the vehicle off, so it's not anything pump related.

 

I'd need the vehicle in front of me to better figure out where the sound is coming from. The fuse/relay box is on the drivers side and maybe I'd be looking there.

Posted

Does the truck have magnetic front shocks?  Mine on the rear wend bad;.  When not on level ground you could hear the air compressor trying to level the truck, but it went off when I turned the truck off.  Sounded  similar to what you describe.  I have also hear what you are describing up front, but it does go off.  Good luck. 

Posted
3 hours ago, CamGTP said:

He said the noise is there with the vehicle off, so it's not anything pump related.

 

I'd need the vehicle in front of me to better figure out where the sound is coming from. The fuse/relay box is on the drivers side and maybe I'd be looking there.

Thanks Cameron, that is a good place to start. Thanks for your time in this matter.

 

Ps. keep warm, I'm originally from Stillwater, I'm glad to be in Florida.

Posted
1 hour ago, Russ Swift said:

Does the truck have magnetic front shocks?  Mine on the rear wend bad;.  When not on level ground you could hear the air compressor trying to level the truck, but it went off when I turned the truck off.  Sounded  similar to what you describe.  I have also hear what you are describing up front, but it does go off.  Good luck. 

I have know idea if I have magnetic front shocks. However, I do have the load leveling ones for towing in the rear, and my issue sounds much different than the rear leveler.

Posted

Lets not talk about winter yet, I'm not ready for it. And you're not missing much in Stillwater, just endless road construction on 36 and in Woodbury.

Posted (edited)
1 hour ago, Robert Elmers said:

I have know idea if I have magnetic front shocks. However, I do have the load leveling ones for towing in the rear, and my issue sounds much different than the rear leveler.

Being a Denali, you have the shocks on all four corners.

 

Are you one hundred percent sure the noise is coming from the front? Reason I ask is the compressor for the AC makes similar noises in the back of our Tahoe while the truck is off.

Edited by JimCost2014
Posted
On 9/19/2020 at 9:15 PM, JimCost2014 said:

Being a Denali, you have the shocks on all four corners.

 

Are you one hundred percent sure the noise is coming from the front? Reason I ask is the compressor for the AC makes similar noises in the back of our Tahoe while the truck is off.

That is interesting news, I wasn't aware the front had them too. Maybe the front ones sound different then the rear ones, but this sound was not similar to the rear pump sound.

 

Anyhow, I drove to work on Sunday, and when I got home, parked the vehicle and haven't heard the sound since. I"ll keep listening for it again.


Thanks again for the info on all four shocks being leveling ones.

 

Bob

Posted
10 hours ago, Robert Elmers said:

That is interesting news, I wasn't aware the front had them too. Maybe the front ones sound different then the rear ones, but this sound was not similar to the rear pump sound.

 

Anyhow, I drove to work on Sunday, and when I got home, parked the vehicle and haven't heard the sound since. I"ll keep listening for it again.


Thanks again for the info on all four shocks being leveling ones.

 

Bob

We may be on the wrong page, I am not sure exactly what the "load leveling" parts are, but this is what I ma describing for the shocks.

 

MAGNERIDE%20CHASIS%20PHOTO%20AND%20TEXT%20REV.jpg

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

    • Congratulations Isttype, on your gmc. Really like my 2024 2500hd sle doublecab now with 85,500 miles.  I checked the oil today at 4800 miles since last oil change and barely reading on the stick.  I don't care if GM says it's Acceptable adding a quart every 2000 miles because that is 100% BS, It is not a 1966 Harley Shovelhead! Sounds like it's setting up a future failure like I had with my 1500 6.2l. Other than oil consumption problems, I really like the 6.6l gas and 10 speed is really nice.  Towed a light 4000 pound trailer last week and averaged 14 mpg.  I was pretty impressive that a 7300 pound gas truck did 14mpg towing, Later-
    • Long Term Cold Cycle Limited Testing   Back to the 1990's and XOM's million mile test. Since then there have been others and there will be more. Schaeffer's, AMSOIL to name two. Of these Schaeffer's is the stand alone which I will explain in a bit later.    http://papers.sae.org/600190/:   http://papers.sae.org/850215/:   Up to 75% of  engine wear occurs on cold starts. These two links (above) provide the technical reasons for engine wear. In a nut shell, and by a large margin, cylinder wear is what takes out most motors and even with a pre-oiling system that part of the engine is dry enough on cold starts and cold warm up to pierce Stribeck.   So when you put a motor, or a car, on a dyno for a million miles stopping only for oil changes, (yes fuel is uninterrupted) or break down maintenance, you are depriving the test of the most important part of it's wear cycle. Yes a million is then a pretty easy walk even for a mineral oil under those conditions.    How about cleanliness during the long test cycles? Same thing. Varnishes that stick rings and insulate parts are laid down by repetitive 'heat cycles'. It's the cool down the precipitates the varnishes. These long runs also hinder acidic attack caused by cold start richness and less than optimal cold start ring sealing. They hinder water formation and enhance breathing of the crankcase; the petri dish of acid formation, the first step in sludge formation, amalgamation and precipitation. These motors are also monitored and controlled for water and oil temperatures to within the "normal operating range".      https://www.swri.org/sites/default/files/sequence-iiih-test.pdf Note the test sequence in some boutique oils literature for testing, API IIIH, is not the standard used for the ILSAC G7 testing. Does that mean it is irrelevant? No, not as used. As used as a 'visual guide' it makes it's point. The G7 weighted piston deposit minimum is lower.      Back to Schaeffer's. That was a cyclical test of an engine in fleet service and not a dyno mule and if you saw the video it was not mirror clean but wear was low.    There are oils like BioSyn and other 'Renewable" source oils that taught cleanliness and have proven themselves in fleet testing. Havoline an other example.    The newest ILSAC G-7 test prioritize cleanliness, LSPI mitigation and fuel economy OVER WEAR. In comparison Porsche C30 Specification Verses ILSAC G-7 Specification below:      Some will balk that this graph isn't apples to apples and I will challenge that in that this graph represent the SPECIFICATION and not the any One Oil Performance.   It is absolutely possible to minimize wear, maximize cleanliness and mitigate LSPI etc., It just isn't cheap and currently I see none that are not walking toward profit over performance.     
    • I don't think you will need a split, separate product, etc., the OBD port should be able to deliver everything you need. Since your device would be plugged into it all the time, it wouldn't miss anything.    Hardware in this case will be the easiest part of your project - ELM 327 devices will already deliver all the data you need. Reporting/software is where your advantage/marketability is.
    • I do too. I’ll never be stuck again 😂
    • It has happened to me a few times. I carry a jumpstart-tire inflator with me.
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...