Jump to content

Recommended Posts

Posted (edited)

I have what I swear to be an exhaust leak from the header or where it connects to the cat but the dealer said it's a normal sound. I don't hear it at idle but under light acceleration or deceleration, it sounds like a 20 yr old Ford work van.

 

Anyone have a similar sound that's apparently normal for a 6.2?? 

 

I also have a loud lifter ticking/knocking noise. It happens every morning and if I let it sit long enough during the day.

 

Thanks in advance. Here's a video of the lifter noise.

https://youtu.be/t9UFIEB1TWI

Edited by 20Denali22
Posted

No exhaust leak here.  Just crossed 44k  miles on the odometer.  Fwiw, 20 years ago Ford made better vehicles than they do today.  They weren't the #1 recalled brand in the country back then.  Nonetheless, I'd hate to think GM stooped that low in quality. 

Posted
On 4/21/2023 at 11:03 PM, 20Denali22 said:

I have what I swear to be an exhaust leak from the header or where it connects to the cat but the dealer said it's a normal sound. I don't hear it at idle but under light acceleration or deceleration, it sounds like a 20 yr old Ford work van.

 

Anyone have a similar sound that's apparently normal for a 6.2?? 

 

Thanks in advance 

This is certainly not what we like to hear, 20Denali22.  Please know, customer satisfaction is extremely important to us. Our team would be more than happy to take a closer look into the concerns with your 2021 GMC Sierra Denali. To do so, please send an email to [email protected] with ATTN: 20Denali22/GM Trucks in the subject line.

Please include your contact information, VIN, a brief description of your concern, and the name of your preferred dealership. We look forward to hearing from you. To learn more about GM’s Privacy Policy, please visit https://www.gm.com/privacy-statement.html. The information you provide may be monitored and recorded and is subject to the GM Privacy Statement.
 
Privacy Statement | General Motors
Your privacy is important to General Motors. This Privacy Statement addresses the personal information GM collects and how GM handles that personal information.
www.gm.com
 

Posted
On 4/21/2023 at 11:03 PM, 20Denali22 said:

I have what I swear to be an exhaust leak from the header or where it connects to the cat but the dealer said it's a normal sound. I don't hear it at idle but under light acceleration or deceleration, it sounds like a 20 yr old Ford work van.

 

Anyone have a similar sound that's apparently normal for a 6.2?? 

 

Thanks in advance 

 

 

Have a read here.  V8 Engine Sounds – TechLink (gm-techlink.com)

 

6.2 and 6.6 are more noticeable than the 5.3 - V8 Engine Sounds – TechLink (gm-techlink.com)

  • Like 1
Posted (edited)
On 4/26/2023 at 3:43 PM, newdude said:

 

 

Have a read here.  V8 Engine Sounds – TechLink (gm-techlink.com)

 

6.2 and 6.6 are more noticeable than the 5.3 - V8 Engine Sounds – TechLink (gm-techlink.com)

 

https://youtu.be/t9UFIEB1TWI

 

What about this sound?? Every cold start, it's developed a LOUD ticking/knock noise also. It started around 7k miles. It has 8400 now and 483 Engine hours. It used to be only the first start of the day but now it's every cold start. Today's cold start

Edited by 20Denali22
Posted
1 hour ago, 20Denali22 said:

 

What about this sound?? Every cold start, it's developed a LOUD ticking/knock noise also. It started around 7k miles. It has 8400 now and 483 Engine hours. It used to be only the first start of the day but now it's every cold start. 

 

 

That sounds like a lifter not getting filled properly.  

 

Read this:  19-NA-218: Ticking Noise from the Engine

 

 

Some customers may comment that they hear a ticking noise coming from the engine when cold.

    • This ticking noise will mainly occur during the first initial start in the morning.

Cause

This condition may be caused by a lifter not having a sufficient amount of oil during cold start operation (not pumped up).

Correction

To correct this condition, follow the Service Procedure below.

 

Allow the engine to sit overnight.

Note: You may need to allow 5-7 minutes to confirm.

  1. Start the vehicle and listen for a tick noise.
    • If a tick noise is present, proceed to the next step.
    • If a tick noise is NOT present after running engine for at least 5 to 7 minutes, release the vehicle back to the customer.
  2. Drive the vehicle through the DFM modes.
  3. Check for any misfire DTCs and record:
    • If DTCs are found, refer to SI for diagnosis.
    • If no DTCs are found and noise still persists, operate the engine through cylinder Deactivation test to isolate the cylinder with the concern.
  4. If the noise has been isolated, inspect for a bent pushrod and/or collapsed lifter.
    • If the pushrods are found to be in working condition, replace the lifters on the affected banks. Refer to Valve Lifter Replacement in SI.
  • Like 1
  • 20L8TSierra24 changed the title to 2022 6.2 Exhaust leak & lifter noise...
Posted (edited)

Drove by my dealer this morning and he said they're dropping like flies still. He said I have to drop it off next week at the end of a day and they'll give me a loaner. It will need to sit overnight like the bulletin states so they can get a morning cold start. He said it'll get a set of lifters by the way all my videos sound.. He joked and asked if I had a CEL light yet and when I said no, he said I will soon.

Edited by 20Denali22
Posted
20 hours ago, Transient said:

What's your trucks build date?

I don't know. It's at the dealer now but I picked it up the day it hit the lot which was 9/26/22. It's  likely 1-2 months prior to if I were to guess.

Posted

Engine is getting a full set of lifters next week. Service manager and I went out for a cold start this morning and he said it's definitely not normal 

Posted

Picked up the truck today. Engine Sounds normal for the first 2 cold starts that I've done. No abnormal noises and it seems to be Idling a bit smoother but that may be just me. Dealer replaced all 16 lifters and their guides too.  🤞 

20230510_145932.heic

Posted
47 minutes ago, dieselfan1 said:

How often did you change oil?

It was changed at 1500, 5k & 8300. I use the PF 63 and Mobil 1 oil. I switched to valvoline the 3rd change hoping it would improve the lifter tick but it didnt.

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

    • Can it still be Assembled I?    Stribeck says that we need a certain amount of viscosity under conditions of load and velocity to prevent two surfaces of a know roughness from tearing each other asunder. And we have marketing trying to tell the masses that those two surfaced require less of that commodity due to more exact limits being placed on the same old clearances. We also know that there are limits to how hard something can before it becomes to brittle to be viable and to smooth to 'wet' the surface and that both of those conditions have been known and met since about the Second World War.    That viscosity value shook out at 10 centistokes at 212 F just under a hundred years ago.  Give this a look: [Anton Parr]     What is advertised is the Kinematic viscosity (mm2/s) or that which has been density adjusted but the value we are after is the dynamic viscosity (mPa.s) or true viscosity. You can see that this number is dependent on density thus base stock and temperature. You can also see that an SAE 30 doesn't reach that value in this example. However an SAE 30 that is at the upper end of the SAE 30 range; 12.5 cSt (mm2/s), might. 12.5 * .83 = 10.375 (mm2/s). If you could find an SAE 30 at the upper end these days.   Then there is the complication of viscosity modifiers or VII or VM, whatever you wish to call them. Polymers added to very thin base oils, perhaps 3 to 6 cP oils, that will meet the SAE *W30 spec at 'tested' shear rates and 100 C/212F  target temperature. So a polymer fortified base that is a fraction of the 10 cP requirement Stribeck insist upon.   This could be all well and good if those polymers didn't have two very problematic 'features'. They shear or loose viscosity both 1.) permanently and 2.) temporality. And they do both omitted in the advertised data with the distinct  purpose of deceiving the consumer of the actual operating state of the fluid. I've shown the example of Warren Oils COSTCO 10.91 cSt 5W30 formuation several times where the 100 C HTHS value is 6.9 cP!! That's the temporary shear down and with and SSI or shear stability index of 9.4 cSt. Note the intentional deception in using mixed units?    After a short while that 9.4 cSt oil has a viscosity corrected dynamic value of 7.8 cP. But as the SSI is still within the range of an SAE *W30 whose lower value is 9.3 cSt.    This allows them to continue to call this SAE 16 weight oil a 30 weight, the cake, and still meet the API requirements for fuel efficiency IMPROVEMENT mandated by the EPA. The eating of the cake. By the time you've worn out your motor doing the responsible thing by adhering to the warranty requirements, (the stick), you get deprived of the carrot, wear control. So sad, to bad.   So what can be done? Do I need actually say? [Anton Parr]       Even this must be monitored if the oil is on the low side and the VII an organic or you opt for a 0W40 with an even lighter base oil and more / higher MW VII. (Note the lower density of the 40 weight versus the SAE 30 mono-weight?)    There is another workaround. Temperature. An SAE *W30 run at a bulk temperature of between 180 and 195 F.    Being the belt and suspenders sort I am I do both. Run it cook and run it heavy.    In Part II I'll work the AW package. 
    • So, do I go elbow-deep on this thing or list it for sale and play dumb? Seems to "runs good."   I'm about $1200 away from having: -a rebuilt injector ($300) -a new cat ($250) -a new cat back exhaust (OE style) ($300) -a new AC compressor ($200) -AC refrigerant charge ($150)   In theory, this should rectify the obvious detracting issues from its value and operability. Cold AC with a non-squeaking AC pulley both sounds and feels good. An exhaust that isn't cut/hacked in 17 different places and doesn't vibrate on a crossmember would make it sound and feel less janky. A working cat would help the stink, and will save the earth, but *if and only if* the fuel system is working properly, which would also address the intermittent "rich" CEL.   Heard a good one... CEL for "Rich condition" means you haven't spent enough money on the truck lately, and it's letting you know.   Rebuilding the injector would seem to be the most important part. Replacing the cat would be secondary. I don't think mine is plugged or overly restricted, but it might be a little restricted? I have no good way to tell other than seat of the pants feel. I hate the smell.   The current theory is I have a rich idle problem: A bad fuel pressure regulator, or a leaking injector(s) being the highest probabilities. I already replaced the FPR but that doesn't mean its replacement isn't also bad. It was a new part from Dorman, but the packaging looked like it had been sitting on a shelf for 20 years.   This is the (single) upstream O2 sensor shown at idle. I'm getting a lot of "rich" it seems. Sometimes it stays high like that and doesn't drop down. That makes me think it's processing injector leaks or a partially stuck open injector.     Other times it looks like this. Nice oscillations between rich and lean, which is what I think it should be. Under load and at speed, the oscillations are nice and tight and uniform looking, high and low.     Fuel trims suggest the PCM is compensating pretty hard at idle to pull fuel out. But it's not enough to trip a CEL. Something about slowing to a stop: brake vaccum booster, EGR, or the EVAP purge is delayed, or there's pooled fuel in the intake again that's draining into a cylinder is enough to set the CEL. Of course, in two days of driving, it hasn't set. I was hoping to actually look at the freeze-frame data when it sets. IAT is high because it's idling on an 83 degree day here.  
    • Have considered installing a DC to DC charger in your camper to replace your isolator?  
    • Common failure.  You need to replace the fuel door housing.   The painted cover transfers over to the new housing.  To remove the old one there is 4 spots where you poke the plastic to release it.  
    • No such thing as regenerative braking on a pure ICE vehicle.     Regenerative braking is the re-capture of energy from electric motors and stores it in the battery pack.  So hybrids, PHEV and EVs have regenerative braking.     What you are seeing is the charging system changing modes is all.  Its likely entering charge mode for some sort of reason is all.  All of the charging modes will be listed below.   As for L10 vs D.  L10 turns off automatic grade braking.  L10 puts you in control of grade downshifts where in D it will automatically do it based on brake pedal position and other factors.  Otherwise L10 and D drive exactly the same aside from that one aspect.    Battery Sulfation Mode The BCM will enter this mode when the interpreted Generator output voltage is less than 13.2 V for 45 minutes. When this condition exists the BCM will enter Charge Mode for 2–3 minutes. The BCM will then determine which mode to enter depending on voltage requirements.   Charge Mode The BCM will enter Charge Mode when ever one of the following conditions are met:   Windshield wipers are ON for more than 3 s. Climate Control Voltage Boost Mode Request is true, as sensed by the HVAC control module via serial data. High speed cooling fan, rear defogger, and HVAC high speed blower operation can cause the BCM to enter the Charge Mode. The estimated battery temperature is less than 0°C (32°F). Battery State of Charge is less than 80%. Vehicle speed is greater than 145 km/h (90 mph) A current sensor malfunction exists. System voltage is determined to be below 12.56 V When any one of these conditions is met, the system will set targeted generator output voltage to a charging voltage between 13.9–15.5 V, depending on the battery state of charge and estimated battery temperature.   Fuel Economy Mode The BCM will enter Fuel Economy Mode when the estimated battery temperature is at least 0°C (32°F) but less than or equal to 80°C (176°F), the calculated battery current is less than 15 A and greater than −8 A, and the battery state-of-charge is greater than or equal to 80%. Its targeted generator output voltage is the open circuit voltage of the battery and can be between 12.5–13.1 V. When fuel economy mode is active, the generator is not charging, only maintaining open circuit battery voltage. The BCM will exit this mode and enter Charge Mode when any of the conditions described above are present.   Headlamp Mode The BCM will enter Headlamp Mode when ever the head lamps are ON (high or low beams). Voltage will be regulated between 13.9–14.5 V.   Start Up Mode When the engine is started the BCM sets a targeted generator output voltage of 14.5 V for 30 s.   Tow/Haul Mode (if applicable) Pressing the Tow/Haul Mode button located on the center stack, the vehicle system voltage is raised and the remote (non-vehicle) battery will be charged. Having the headlamps on will raise the system voltage and if the Tow/Haul button is applied it will not serve any purpose. The voltage is regulated between 13.9-14.5 V.      
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...