Jump to content

2021 lifter failure - post mortem

Nomad24
 Share

Recommended Posts

Nomad24 Enthusiast

Nomad24

Posted
Posted (edited)

My 2021 trail boss is in the shop right now for lifter failure at 15k miles. I’ve seen several posts about the same failure and I’m curious if anyone can share how their truck is running now? How many miles have you put on your truck since the repair and have you had any additional issues?A499FDEA-376F-4CEC-9A3A-EC89BB8CF766.thumb.jpeg.f816191c7f28c72b3c5d3f1e03cc81ad.jpeg

Edited by Nomad24
Typo
  • Sad 1
voided3 Enthusiast

voided3

Posted
Posted

Our '21 Silverado with L84 5.3 got the first flashing check engine light at 585 miles. The dealer replaced the lifters only on cylinders #6 and #8 after several visits (the light came back four times in total) around 1800 miles.

 

The truck is now at about 12,500 miles and the issue hasn't come back yet, but 1) I change the oil every 3,000 miles as a preventative measure, and 2) I exclusively drive the truck in L7 on the 8-speed to disable DFM. Despite these measures, I wouldn't be surprised if it happened again given only four out of 16 lifters were replaced.

 

I've mentioned this in other DFM lifter threads, too, but if they remove your serpentine belt for any reason as part of the repair, have them replace it. Ours started failing at 6300 miles because they took it off twice and stretch fit belts are one-time use. They replaced the serpentine belt, AC belt, and idler pulley on ours under warranty. Also make sure they clip your heater hoses back into place. They didn't on ours and I had to clip one back in its retainer so it wouldn't rub on the frame and squeak going over bumps.

 

Even without the manufacturing defect that affected our batch of engines, the lifters will most likely fail between 60,000 and 80,000 miles under normal use, anyway, due to the poor design. If you are not leasing the truck, I would plan on trading it before the 5 year/60,000 mile powertrain warranty is up or get an extended warranty if you hope to keep it longer. We negotiated an extended component coverage (6 years/100,000 miles) letter for the engine on ours that's tied to the VIN number due to the terrible, dragged out repair experience we had with ours over the course of a few months. It's at minimum a $5,000 job out of warranty to get the lifters replaced at the dealer, and if it takes out the whole engine due to metal debris recirculating, it can be as much as $11,000-12,000 for a new engine.

 

With all of that said, we plan on trading in the truck later this year. We use it to tow a modestly sized 4,000 lbs. GVWR camper and I can't deal with a practically brand new truck randomly failing in the middle of nowhere hours from home. No amount of warranty coverage will make you any less screwed in that scenario.

  • Like 1
Nomad24 Enthusiast

Nomad24

Posted
  • Author
Posted
16 hours ago, voided3 said:

Our '21 Silverado with L84 5.3 got the first flashing check engine light at 585 miles. The dealer replaced the lifters only on cylinders #6 and #8 after several visits (the light came back four times in total) around 1800 miles.

 

The truck is now at about 12,500 miles and the issue hasn't come back yet, but 1) I change the oil every 3,000 miles as a preventative measure, and 2) I exclusively drive the truck in L7 on the 8-speed to disable DFM. Despite these measures, I wouldn't be surprised if it happened again given only four out of 16 lifters were replaced.

 

I've mentioned this in other DFM lifter threads, too, but if they remove your serpentine belt for any reason as part of the repair, have them replace it. Ours started failing at 6300 miles because they took it off twice and stretch fit belts are one-time use. They replaced the serpentine belt, AC belt, and idler pulley on ours under warranty. Also make sure they clip your heater hoses back into place. They didn't on ours and I had to clip one back in its retainer so it wouldn't rub on the frame and squeak going over bumps.

 

Even without the manufacturing defect that affected our batch of engines, the lifters will most likely fail between 60,000 and 80,000 miles under normal use, anyway, due to the poor design. If you are not leasing the truck, I would plan on trading it before the 5 year/60,000 mile powertrain warranty is up or get an extended warranty if you hope to keep it longer. We negotiated an extended component coverage (6 years/100,000 miles) letter for the engine on ours that's tied to the VIN number due to the terrible, dragged out repair experience we had with ours over the course of a few months. It's at minimum a $5,000 job out of warranty to get the lifters replaced at the dealer, and if it takes out the whole engine due to metal debris recirculating, it can be as much as $11,000-12,000 for a new engine.

 

With all of that said, we plan on trading in the truck later this year. We use it to tow a modestly sized 4,000 lbs. GVWR camper and I can't deal with a practically brand new truck randomly failing in the middle of nowhere hours from home. No amount of warranty coverage will make you any less screwed in that scenario.

Thanks for the information, all good advice! We went thru issues with a 2015 Ram 1500 with the eco diesel. The whole engine went out at 30k and then none stop issues after that. I was hoping to do better going back to Chevy! Ed are going to watch it and see how it does, if it gives us more trouble we will trade it in.

Nomad24 Enthusiast

Nomad24

Posted
  • Author
Posted
On 3/19/2022 at 11:05 AM, 20Denali21 said:

Off topic, but what was the build date on your TB?

I’ll check when it’s out of the shop, I picked it up February of 2021 so will assume a 2020 build.

  • 4 weeks later...
Grumpy Bear Senior Enthusiast

Grumpy Bear

Posted
Posted
On 3/19/2022 at 7:08 PM, voided3 said:

Even without the manufacturing defect that affected our batch of engines, the lifters will most likely fail between 60,000 and 80,000 miles under normal use, anyway, due to the poor design.

 

😬

 

Guy visits his doctor for the after colonoscopy review. Doc says, "Great news. No cancer was found". 

Guy smiles.

Doc continues, "But that was last week. No telling what happened since then. Better do it again"

We did the procedure correctly but the procedure is poorly designed and thus the test results are "likely" to fail.

In about a week.

 

So we are saying that Even without the manufacturing defect the lifters will most likely fail between 60,000 and 80,000 miles under normal use? And then add due to the poor design. 

 

We made the part correctly but the part is poorly designed thus it not only will fail, I can tell you when it will fail?

 

🥴

 

A Prophet indeed.

 

 

 

  • Like 1
  • Sad 1
Nomad24 Enthusiast

Nomad24

Posted
  • Author
Posted

We decided we no longer have confidence in the truck! We ended up with 4 lifters replaced and I had no interest in waiting to see if 12 more would go out and leave us stranded again. Zero interest from GM to make it right and I have been working with GM customer service to try and get reimbursed for hotel and gas. Apparently once you have an agent assigned you can’t get a new one and mine has taken 3 weeks to get no where (I have requested a supervisor call me but that has not happened yet). We are done with chevy and back with ford! I have more confidence in the 3.5 V6!

  • Haha 2
  • Sad 2
  • 2 weeks later...
WeGone Enthusiast

WeGone

Posted
Posted
On 4/12/2022 at 11:16 PM, Dirk Dingle Berry said:

Was your 2021 Trail Boss made in  Mexico?

 

The motors are not made in Mexico its just an assembly plant.

  • 6 months later...
nolimits76 Enthusiast

nolimits76

Posted
Posted

Just discovering these threads about lifter failure.  More research to do.  Are the lifter failures limited to 5.3's or are the 6.2's also experiencing them?  

 

Any chance this is tied to the early 2000 5.3 lifter issue?  Had lots of folks with those early models complaining about lifter tap on morning startup that sounded like "diesel chatter".  I think GM's fix was a glorified cap of some sort to eliminate the noise, but not a redesign.  I sold that truck and stepped away from GM until my AT4 purchase last year.  One of the reasons I went with the 6.2 was all that old history (probably/hopefully fixed, but didn't want a repeat).

Gangly Senior Enthusiast

Gangly

Posted
Posted

The problem occurs throughout the 5.3 and 6.2 line up.  However, its a VERY small number, you just hear about it here because nobody goes online to shout "hey, the lifters on my new truck are working perfectly!".  My guess would be that the number of lifter issues is probably within calculated acceptable thresholds for GM, we just hear about them the most because of this site.  However, I really don't know the numbers so my thoughts on the matter are pretty irrelevant. 

  • Like 2
  • Thanks 1
KARNUT Senior Enthusiast

KARNUT

Posted
Posted

You want to find more info about it. Type in your browser GM lifter failure or cylinder deactivation problems. It’s more than a little. Reminds me of my 04 Z71 speedometer problem. It wasn’t a problem they said but I couldn’t get one. Probably a year after I sold it I got a recall on it. 

Jim E Enthusiast

Jim E

Posted
Posted

Occurred at 20k on my 6.2.  I'm at about 22k now and it's been fine.  If anything, it's running better and I previously had a lifter tick, that is gone as well.

 

One of the other topics has more details, but this doesn't appear to be a lifter design issue, but an issue with one of the sources or batches of the lifters.  

 

Id expect this to be a much bigger problem if it was actually a design issue.

Silverado4x4 Senior Enthusiast

Silverado4x4

Posted
Posted
1 hour ago, Jim E said:

Occurred at 20k on my 6.2.  I'm at about 22k now and it's been fine.  If anything, it's running better and I previously had a lifter tick, that is gone as well.

 

One of the other topics has more details, but this doesn't appear to be a lifter design issue, but an issue with one of the sources or batches of the lifters.  

 

Id expect this to be a much bigger problem if it was actually a design issue.

I read somewhere awhile back ago that it was bad batch's of lifters and components that were not heat treated properly which led to their failure. If it was a bad design then this would be massive. The 5.3 and 6.2 motor could have been built way before being put in the truck or SUV and sitting in stock waiting to be installed.

  • Like 1

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

    • diyer2
      AFM Experience

      By diyer2 · Posted

      Hey guys, sorry for the confusison about this. This wasn't my experainnce, it was copied and pasted fom the net. 
    • KARNUT
      AFM Experience

      By KARNUT · Posted

      The problem with failure rates or increase failures are there’s people who don’t have a problem. What are you doing wrong they say. We had 4 5.7 GM diesel’s in the family when they came out. One was flawless. My uncle who happened to be the most abusive. Early rotary engines were known to use oil. I abused my first car so bad in six months I replaced the clutch, transmission and rear end. It didn’t use oil. My brother in law has a 2013 Tahoe and an older Yukon. The Yukon has 280K miles. The Tahoe around 175K. He runs them to about 300K. If his lifters fail before that time he would consider it a failure. My Hondas, I know people hate it when I mention them. Identical engines. One with cylinder deactivation one doesn’t have it. One shudders when the eco light goes on or off. Cylinder deactivation. But wait! According to the web. It can happen with lock up too. So now people in the know are changing the oil and transmission fluid more often. Then you read it could be a programing issue. So what do you do? There’s lots of money involved. I see three ways to deal with it. One only works if you don’t drive lots of miles. Lease, never get out of warranty. Or only buy older vehicles with a good track record. They all have bad runs. Usually when there’s a change. Even Toyota and Honda. 
    • Grumpy Bear
      AFM Experience

      By Grumpy Bear · Posted

      Question @diyer2 on this line if you please. Are you saying the shudder is the system turning on and off at the frequency of the shudder? Guess I'm asking if you are saying you have seen it do this with the bi-direction scan tool in graph mode? If so have you been able to discern the 'trigger'. Something is telling to cycle rapidly.    My truck just started doing this recently. 197K on the clock. My response has been M5 anything under 55 mph. I treat it like a lugging stick shift. Gear down and let it spin a bit. Engauge M5, then tow mode and then M6 lets the trans stay in 5th but the AFM is active. Smooth like Skippy.    My thought was that as a machine ages the friction gets lower and as the system is load based, the lower friction would allow it to turn on at ever lower rpm until it reaches the lugging point. And yes I am ignorant of any minimum rpm requirement for the system. If you know that would be useful information.    As you know I run a Scan-Gauge II which allows me to watch the On/Off of the signal to the VLOM. While in the shudder mode I'm not seeing is cycle at that frequency or at all for that matter outside the triggers @newdude posted a few years back. Now is it possible that the refresh rate isn't fast enough to catch it? Maybe. It is why I asked my first question about graphing and trigging parameter.     As we have observed from members here the failure point is all over the map miles wise as you note yourself in your opening post. That by itself begs a few questions like fellows that comment on these lifters failing even after the system has been disabled. Long after. 😬   https://www.enginelabs.com/news/tech-tips-replacing-ls-active-fuel-management-lifters-with-melling/   The Gen5 lifters operate the same as the LS versions. In fact they are the same lifter.    https://www.enginelabs.com/tech-stories/sorting-out-gen-v-lt-lifter-failure-with-a-simple-valvetrain-fix/        
    • SwitchBladeSierra
      14-18 Sierra 1500 Heated Steering Wheel Help

      By SwitchBladeSierra · Posted

      UPDATE 2: Steering wheel control backlights and control of the cluster can supposedly be achieved by adding a wire to pin 20 of the cluster and tapping it to pin 2 of the main clock spring harness. I'm going to give it a shot - will update  
    • newdude
      Seems to be Missing a lot of Updates

      By newdude · Posted

      GM Global A pickups 2019-2022 can do OTA programming for the radio.  GM VIP (GM Global B) can do OTAs for almost every module on board.  So a 2022.5 and newer pickup can do OTAs for recalls like the 2.7 fuel flow recall.  EVs get OTAs that improve one pedal driving, radio issues, HVAC issues, updated battery management software, etc.     So age of the vehicle/what GM electrical platform its on will alter what amount of updates can be pushed on OTAs.  

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...