Jump to content

Recommended Posts

Posted
39 minutes ago, SuperOldSchool said:

Isn’t this a high mileage thread?

 

Why are folks just posting their current  mileage, being well under even 100k?

 

my 2015 XL Denali has 117k on it.  Trans was replaced at 14k , so it alone has about 100k on it.

 

 

You're in the wrong sub-forum buddy. This is for 2019-21 Silverados, which is why the mileage is so low.

 

My 2020 stock TrailBoss LT w/ 5.3L & 10Spd has 35K trouble-free miles. Nothing wrong with the truck at all, only had it in for oil-changes and tire rotation. Looking forward to getting it over 100K miles and seeing how it compares to my old 2012 F150 Ecoturd that was in bad shape at that many miles.

  • Haha 1
  • 6 months later...
Posted (edited)

2019 z71 5.3L 8l90 

 

new transmission valve body at 59k miles. 
Serpentine belt and pulley both failed at around 30k
 

current mileage is 73k miles 

Superchips Tuned DFM OFF.
doesn't burn oil anymore after DFM shut off. 

8l90 thermostat deleted. 
Amsoil Fluids bumper to bumper expect engine oil. Because I change it every 5k. 

 

Drives and shifts better new at 73k miles. Weird. Expect for the occasional clunk I get when going into REVERSE from any gear since 0 miles. Maybe the driveshaft needs lube idk.

Edited by 11bravoZ71
Posted

Now at 82k miles on my 2020 5.3.  On my third belt, but other than that no major engine issues.

Posted

Had 64K on 19 6.2 HC, oil cooler line leak, muffler rattle and the 7 or 8 recalls it had but no lifter/motor issue.  Always made noise at startup when cold motor from day one, new 23 6.2 has yet to make that noise.

Posted
On 2/20/2022 at 7:41 PM, 1454 said:

How many until failure? Or just how many miles currently? 

 

No failure (knock on wood), 22,500 miles, 2021 6.2. Purchased last March/April. 

30,800 miles, cylinder 7 lifter decided to commit suicide. 

 

Spoke too soon. Does anyone know if there are higher quality aftermarket replacements? God knows I don't want to deal with this again. 

Posted

19 High Country 6.2. Almost 81k miles. Nothing major so far. Replaced oil coolant lines last winter. Otherwise it’s been great fingers crossed

  • 1 year later...
Posted (edited)

Started out with a 2019 5.3 8 speed. Belt and pulley at 50k, traded at 77k. Upgraded to a 2022 LTD LT 4x4  5.3 with the 8 speed, lifted 2 inches with Fox 2.0’s and 35” KO2’s. Belt and pulley out at 54k. Now has 80,465 miles and one of the TPMS sensors is out. Truck is driven 2-400 miles a day and goes to Hidden Falls Adventure park, Big Bend, and the National Sea Shore. Hoping to see 125k out of her. 

IMG_0505.jpeg

GPTempDownload.jpeg

Edited by Trail Manager
Posted
On 1/19/2023 at 2:12 PM, AJMBLAZER said:

80,000 miles. Running great. 

102,****** miles.  This spring summer I'm going to change out all the fluids.  Otherwise running great.

  • Like 1
Posted
11 minutes ago, AJMBLAZER said:

102,****** miles.  This spring summer I'm going to change out all the fluids.  Otherwise running great.

What year and engine?

Posted
40 minutes ago, Trail Manager said:

What year and engine?

2019 Chevy Silverado 1500 LT Z71 4x4 crew cab, 5.3L, 8 spd. 2" lift Bilstein 5100's, LT275/70R18 Cooper Discoverer AT2 XLT's.

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...