Jump to content

11 Sierra P219a causes

Little lady mechanic
 Share

Recommended Posts

Little lady mechanic New Member

Little lady mechanic

Posted
Posted

I have had my truck for about a year now and ever since I bought it its been throwing this code I need help narrowing down the causes. usually the check engine will light up usually after about 5 miles of driving it or on a hill then after I clear it It may come on again in 50-100 miles seems to do it more at a full tank and then after half a tank gone. p219a shows on the scanner every time occasionally it will throw P219b and a and then once every couple of months it will show the first two codes with a misfire in cylinder 3. now I have done the spark plugs and swapped coils for cylinder 3 and it still shows c3 misfire. I have some screenshots of the data shown when the code happens if that will help anyone figure it out for me. the emissions results when it scanned always have a failed evaporations system, either oxygen sensor heater fail or oxygen sensor fail sometimes both, check engine light fail, and trouble codes failed.

Doug_Scott Senior Enthusiast

Doug_Scott

Posted
Posted

Check the following

Possible causes:

  • Intake manifold leak at a specific cylinder on bank 1.
  • Fuel injector issues at a specific cylinder on bank 1.
  • Ignition  system issues at a specific cylinder on bank 1.
  • Cylinder compression imbalance.

The most likely is a vacuum leak at the intake manifold.  Take a small propane tank and use it to check around the intake manifold where it meets the head.  You are looking for a change in idle speed/roughness.  Since this has been going on for about a year, and started from the day you got it, I have to wonder if this was why the truck was traded in.  You will want to do a complete compression check.  Remove all spark plugs when doing a compression check.  You are looking for a difference between cylinders.  They should be fairly close to equal.  Suggest you not replace anymore parts unless they test bad.  Diagnosis by wallet is rarely successful.

What other codes are you getting? 

Little lady mechanic New Member

Little lady mechanic

Posted
  • Author
Posted

The code that always pops up is P219A bank 1 air/fuel imbalance then occasionally P219B bank 2 air/fuel imbalance. Then every once in a while I will get a P303. Other then the codes popping up the truck sounds and drives fine. Although on hills it likes to stay in a lower gear so it sounds more ruff and I can occasionally feel that cylinder misfire I think. I have a fixed reader so I’ll attach the last freeze frame from today cause that 303 code popped up again.

D6EDB096-ED49-4956-B0C5-61333E81A574.png

  • 2 weeks later...
Little lady mechanic New Member

Little lady mechanic

Posted
  • Author
Posted
On 1/4/2021 at 9:36 AM, Doug_Scott said:

Check the following

Possible causes:

  • Intake manifold leak at a specific cylinder on bank 1.
  • Fuel injector issues at a specific cylinder on bank 1.
  • Ignition  system issues at a specific cylinder on bank 1.
  • Cylinder compression imbalance.

The most likely is a vacuum leak at the intake manifold.  Take a small propane tank and use it to check around the intake manifold where it meets the head.  You are looking for a change in idle speed/roughness.  Since this has been going on for about a year, and started from the day you got it, I have to wonder if this was why the truck was traded in.  You will want to do a complete compression check.  Remove all spark plugs when doing a compression check.  You are looking for a difference between cylinders.  They should be fairly close to equal.  Suggest you not replace anymore parts unless they test bad.  Diagnosis by wallet is rarely successful.

What other codes are you getting? 

I did just find that there appears to be a bolt in the very back of the bank one manifold there a hole there for one. It appears to have broken off at some point. Could that be the problem? And how would you even begin to remove the stud left over if there is a broken one in there. It’s the last hole by the firewall

1DCE591D-513A-4FCD-94A5-1388FA543A36.jpeg

Doug_Scott Senior Enthusiast

Doug_Scott

Posted
Posted

That is the exhaust manifold.  A common issue that will not have an effect on the fuel management/engine roughness.  If you are hearing an exhaust leak you will want to have it repaired.  This is not an easy (as in skill level) task unless the broken bolt has enough of itself sticking out of the head to allow you to use a stud extractor tool to get it out.  The task ranges from being able to get the broken bolt out just by removing the exhaust manifold to having to remove the cylinder head and having a machine shop get the broken bolt out.  If you cannot hear an exhaust leak, leave it as is.

 

 

  • 2 years later...
  • 1 month later...

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

    • newdude
      2012 Sierra 1500 AC issues

      By newdude · Posted

      Needs a manifold gauge hooked up and the pressures read.   If you don't have one, time to take it to a shop and have it diagnosed.  
    • newdude
      2018 Sierra 1500 Transfer Case Leak

      By newdude · Posted

      How rusty is the truck?     The transfer cases on these are an aluminum case.  If its anything like the rear diffs on the 2015-2022 Chevy Trax, those will corrode bad to the point it will push fluid through the housing via corrosion porosity or a crack from age/stress.    We have seen folks over tighten the drain and fill plugs on these transfer cases and crack them that way as well.    So I'd say its a 50/50 shot on re-sealing the case.  If all of the surfaces are good and its not badly corroded, they probably can re-seal it.  GM uses RTV to seal the case halves.   If they mention JB Weld, the issue is the case.  Be it a crack or corrosion.  JB Weld "might" hold if they clean EVERYTHING very well and drain the fluid out of the case and clean the crack and then seal it.      
    • Ryanwehr14
      2018 Sierra 1500 Transfer Case Leak

      By Ryanwehr14 · Posted

      A while back, my truck (2018 GMC Sierra 1500 5.3) went in for an o2 sensor and routine service. The tech identified that my rear output seal on my transfer case was leaking, and recommended I have them replace it. At the time I didn't think anything of it, and had them do the repair. Less than a month later, I noticed that the recently repaired seal was leaking again. I called the shop that did the repair and they warrantied the repair and replaced the same seal again. A few months later, I noticed that once again the same seal leak had come back. It wasn't a great time to bring it in and I ended up just living with it for 6 months or so, noticing small (smaller than a baseball) size oil stains below the truck when it would sit for a while, as well as oil spray on the frame (to the point where it actually took the underbody coating off in that one spot). Finally got around to brining it in again, but this time I took it to a dealership service center since I am in a different part of the state for school. They identified the same output seal leaks and recommended they replace them. They also said there was no scoring on the inside of the transfer case, so it didn't need to be replaced. They chalked up the original repair failures to non oem seals and a job that wasn't done correctly. Now they called and said the seals are holding after driving/sitting for a while, but they found a very small leak in the middle, that they recommended they seal with some kind of silicone/jb weld (not sure what they are using). I haven't picked up the truck yet, but I have been reluctant about this whole repair process because I feel like they are just fixing the same thing that keeps coming back, and I am concerned there could be another root cause for the seal failing. Has anybody else experienced anything like this, or have any ideas on other things that could be the root cause?
    • Fishbones
      2012 Sierra 1500 AC issues

      By Fishbones · Posted

      I just started having AC issues with my 2012 Sierra. The symptom is blowing warm air on all vents.  Here is what I have checked so far. Compressor clutch appears to be engaging and cycling  I checked all fuses and relay, no issues. The only thing I have notices is the short line that comes from the firewall is very cold / frosted. This line is approximately 12 inches long. The coldness stops when it hits the first line connector. As far as AC compressor - At first start the clutch engages, runs continually, Short AC line frosts up. After idling for several minutes the AC line thaws out some but is still cool and the compressor clutch starts cycling on and off every 5 seconds.  Any suggestions on what to look at next would be appreciated.  
    • Grumpy Bear
      OCI, not when but why?

      By Grumpy Bear · Posted

      Unless you are using a bypass filer system with a Beta of 1000 at 2 micron the commercial filters we have access to, even the very best of them, are poor at the 5 to 10 micron range the typical UOA test can 'see'. Point is there are some truly awful filters being sold A 45 micron Beta 75 filter is what Dyson used to call a screen door on a submarine. That leaves wear metals disconnected from filtration unless particulates are larger than the test can 'see' and yet captured by the filter...which is its job. If that is true then you have a major issue screaming at you.    The graph isn't mine. It belongs to GM and their study on this area. I looked up those studies and provided those SAE tech paper addresses multiple times. Machinery Lubrication displayed it and confirmed it. So if you have doubts about the study you'll have to take it up with GM Engineering. Just like you would have to take up a difference in opinion about the meaning a word with Webster or the length of on inch with the National Institute of Standards and Technology.      Most manuals have two schedules. "Normal Service" and "Severe Service". On it's face it tells you that oil in severe service is more highly stressed and doesn't "Last as Long". The item to bore in on is LAST...what does that mean?    It's the same question one asks about how long to toast bread. What are the inputs? Bread type? Wattage of the toaster? Distance from the elements? What is your preferred level of done?    So lets paint this with a broader brush. Oil is made up of the base and the additive package. The first is altered by heat and oxygen and later is sacrificial with a finite life subject to inputs toward that end. Resistance and supply.    It is the reason an OEM's OCI's are determined by 1.) the specifications of the recommended lubricant and 2.) risk management toward the bottom line. Those lubricants are also subject to cost effectiveness for the OEM.    There is a tendency for most people to believe that the OEM recommended oil rest on the top shelf and that anything other is lesser than. Truth is there are more oils on higher shelves than those on the lower shelf below the OEM's. They make that choice on COST TO THE OEM. Testing is incidental to the margin.    GM makes MONEY, the car/truck is a TOOL to leverage MONEY. Insert whatever car brand you like. Until you forking over a million plus COST not quality is the driver. Thus it is by DESIGN the recommended OCI's and oils fall well short of 'best practice protections'. Proof isn't hard to find. GM Ecotec I-4 2400 breather system and cold start PCM tuning has killed more motors and resulted in more litigation for those that used the 'recommended' practice than GM could bear. What was their response? SHORTEN THE OCI. TWICE.    I don't know how long to leave oil in an I don't know how the oil will respond to MY circumstances and because I don't and can't blanket statement or anecdotal evidence my way out of it.....I TEST and FIND the right OCI for the oil I CHOOSE. There is no shortcut but there is blind allegiance. I don't blindly trust anything.    People hear the word 'detergent' and believe that in the context of oil it means the same thing as laundry soap... Only in the most rudimentary way. It's the first additive to give up on you and they are putting less and less with each new API standard. Solvency can be used but it cost. Some unique undisclosed chemistries can be used. Valvoline R & P in example. OEM's haven't an interest in anything they see as limiting market participation. Whatever.         

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...