For several years now, GM customers have voiced complaints about valve lifter failures across a wide range of V8-powered vehicles. The issue affects GM’s Small Block V8, most notably with the naturally aspirated 5.3L L84 and naturally aspirated 6.2L L87, which can be found in some of GM’s best-selling full-size trucks and SUVs, as well as other Small Block engines. The models heaviest hit by this issue seem to be Chevy Silverado 1500, GMC Sierra 1500, Cadillac Escalade, Chevy Tahoe, Chevy Suburban, and GMC Yukon. The question, then, becomes this – is the GM lifter issue really that huge, or has it actually been blown out of proportion?
The lifter failures are often tied to GM’s Dynamic Fuel Management (DFM) system, which seems to speed up lifter failure, and has been well-documented through owner complaints, forum discussions, and GM’s own service bulletins. GM Authority readers have also reported the issue in various article comment sections and in the GM Authority forum. Nevertheless, despite the recurring reports, the scale of the problem remains hard to quantify.
For example, during the 2024 calendar year, nearly 885,000 vehicles were sold in the U.S. offering a Small Block V8, including many of GM’s highest-volume models:
| MODEL | 2024 | 2023 | 2022 |
|---|---|---|---|
| CHEVROLET TAHOE & SUBURBAN | 149,545 | 163,148 | 156,707 |
| GMC YUKON | 87,312 | 82,271 | 82,304 |
| CADILLAC ESCALADE | 41,001 | 41,689 | 40,247 |
| CHEVROLET SILVERADO 1500 | 358,771 | 354,775 | 324,603 |
| GMC SIERRA 1500 | 214,819 | 189,288 | 142,404 |
| CHEVROLET CORVETTE | 33,330 | 34,353 | 34,510 |
| TOTAL | 884,778 | 865,524 | 780,775 |
However, these numbers reflect all units sold, and not all of the models listed were equipped with engines susceptible to the GM lifter issue – for example, trucks equipped with the 3.0L I6 LZ0 turbodiesel Duramax or TurboMax 2.7L I4 L3B. Similarly, while the C8 Corvette Stingray and E-Ray are equipped with the 6.2L V8 LT2, which is part of the same Gen V Small Block engine family as the L87 and L84, the C8 Z06 is equipped with the 5.5L V8 LT6.
Still, even a modest estimated failure rate could translate into a huge number of affected vehicles – for the sake of argument, let’s propose a failure rate of 3 percent, which could result in more than 26,500 potentially affected vehicles for 2024 alone.
Unsurprisingly, GM has remained relatively elusive on the matter. While service bulletins have addressed specific mechanical fixes, The General has thus far neglected to provide clear data on how widespread this issue truly is.
Which leads us to ask – do you think the GM lifter issue is indeed a huge issue, or has it been blown out of proportion? Let us know by voting in the poll below!
Comments
For myself,and a friend it has been a huge issue.I had a 2020 Rst Tahoe with a 6.2 with lifter problems.2019 Gmc pickup with lifter problems.And now i drive a 2024 Tahoe 6.2,no problems yet it has 14000 kLms.And it seems that in time,it to will have problems.I love the truck,but don’t want to get stuck with a huge bill for repairs.
Your 2024 is good. The 2022+2023 had some of the units with the oversized bores, which has nothing to do with AFM, as the non AFM 6.6 and 6.0 and even the 7.4 big blocks will all fail with improper bore sizes.
The 5.3 lifter issue was blown out of proportion. Lifters failed before AFM, and more often engines fail from ring seizure or bearing failed more often than lifters, and AFM engines put on more miles, and more of them are pulled from rusted hulks to be reused than any other kind of engine. (Ever heard of an LS swap?) If AFM was so bad, I’m pretty sure Honda wouldn’t just have added it to their newest V6 in favor of VTEC. Definitely overblown.
Nonsense.
I work in a GM service dept.
Big problem. Far too frequent.
And if the cam is damaged, very expensive repair.
Its common enough to justify forced broad customer reimbursement.
Bearing failures are FAR less common.
And for the most part, LS swappers tend to either seek out the less effected models, or plan on changing the cam, lifters, etc. anyway.
Obviously you don’t work for GM service department, as you would have read the TSB, where the block has oversized lifter bores, and the block is trash, so no matter how good the cam looks, the whole engine needs scrapped. As is, that only applies to 2021-2023.5 6.2’s.
I have this issue right now on 2025 silverado 1500 with 85k miles. The fact that gm won’t fix this expensive issue after they lost a 106 million class action and still fighting it is pathetic. . Lost a life long customer with me. People don’t even want to buy these vehicles because it’s such a widespread problem.
And as far as comparing VTEC goers, apples and oranges.
The problem isnt AFM specifically, and where it is GM AFM/DFM, it is their emplementation specifically.
Look up new Honda J35Y8 engine. VTEC was removed, cylinder deactivation was added. It performed cylinder deactivation the same was as GM by collapsing the hydraulic “lifter” lash adjustment in the roller follower.
The Honda Variable Cylinder Management system, also known as VCM, has its own set of problems. Mainly, oil consumption and fouled spark plugs from failed (oil) piston rings. It costs thousands of dollars to disassemble the engine and replace the fouled rings. Remedy is to deactivate the VCM system. I know, I work at a Honda dealership.
I had a 2002 tahoe with the lifter problem which I believe did not have AFM. I even had all of the lifters replaced and the vehicle still had lifter noise on a cold start up.
I now have a 2009 tahoe with 130K miles, great vehicle with absolutely no lifter issues. So I question the explanation that AFM is the issue.
Let me guess. You changed your oil every 10,000 miles.
Better get Endurance….lol.
My motor blew with 7000 easy miles on it. Lifter problem. So it’s a big problem for me. Is the replacement motor any better? Maybe. Maybe not. I drive from western nc to mid Florida once every 6 weeks. Can’t risk stranding my family on the highway. The Bison is gone
Never heard of the issue before AFM, and you’d think GM would have fixed the problem by now, but it seems like they’ve went back to the planned obsolescence model.
350’s would blow head gaskets, burn oil, stick rings, but for the most part, their body’s would rust away before the engine would get old enough. You’d be lucky for a C-K to hit 200K, almost always due to body issues or tranny. Really we’re getting into a situation where body’s and transmissions are now good enough to show where an engines weakness is.
7000 miles?
I have mixed feelings on the subject especially seeing DFM motors running just fine for 250,000 + miles! Could this be an owner maintenance issue ? Also i know DFM can be deleted if you dont trust it or dont care for it ! Hum
Might be. For the 2007-2011 engines, it was definitely related to oil quality. The LS AFM engines didn’t do slug well and I bought a used AFM LS burning oil and running rough and full synthetic detergent oil cleaned it right up. Currently it has 220000 miles and lots of issues, none engine related.
I think part of it is most people don’t change their oil, and oil quality is paramount! I blew my college car 4 cylinder engine with cheap Walmart oil despite changes every 3000 miles. Unless you change your own oil you have no idea what your getting. Unscrupulous dealers or some of those instant oil places might be saving a couple pennies by selling junk oil when they charge you for partial or even full synthetic changes. My current daily driver, a 2018 traverse, I bought used and had the dealership do a complete transmission fluid flush as part of the negotiation. Well, 10K later it developed converter shudder despite me buying it at 118K. A quick home drain and refill with Valvoline and no issues ever since, and am currently at 252K. Definitely know what’s going into your engine! You can have the reliable 6.0 and junk it with poor oil.
Mine failed 2021 gmc at4 sierra 6.2 @40k mile. I dumped it after they fixed it.
Lifter issues aside, the elephant in the room is the 6.2 L engine failures. My 2023 ZR2 with 24004 miles had an engine failure. The diagnosis was a spun rod bearing on #7 and scoring on all the others. Heavy metal in the oil pan. Just got it back after a month of waiting.
GM did replace the engine with a new one. Trying to find out the build date of the new engine. I have the new engine’s serial number. Anyone know how to decode it?
2020 6.2. Lifter failure at 55,000 miles. 2 bad lifters, 1 bent rod, 1 damaged valve. Took out the cam as well. Since there were gouges in the cam we had to inspect the journals for wear/damage. Five months in the shop. Didn’t report to GM because what’s the use? They tout that it’s rare and isolated. Sold it a few months later. Done with GM (or RAM) and engines with cylinder deactivation.
I should add that I did Mobil 1/Wix oil changes every 5000 miles. Vehicle was diligently maintained.
Mobil1 was not DEXOS rated till 2023
1000 % false, it has been since atleast 2010 or before, they have been using and filling with Mobile 1 for decades.
As far as this problem goes, blown way out of proportion. It is there, but very rare. If it were wide spread and had more than a 3% failure rate then they would be doing a recall. There are nearly a million of these engines produced a year and tens of millions running around. I only know 1 person who had the failure and it was the during the manufacturing problem with valve springs if I recall? Either way, they constantly analyze failures to try and determine and prevent them (not sure why others think they aren’t), many of the older ones were due to neglect and many others due to 3rd party manufacturing issues; still it is around 1% or even in the decimal of a percent of failure which is no where near a regular occurrence and well with in ANY manufacturers failure tolerance.
your statement would be false. Mobil 1 became licensed for dexos specifications in 2010 when ExxonMobil was licensed to provide dexos-branded products to GM dealers and consumers worldwide, according to an ExxonMobil press release
It is an issue. My daughter had failure on her 2018 Sierra at 64,000KM but 4 weeks past 3 years. GM did nothing but a quote of $5,000.00 to fix put her over the top.
Dear old 73 year old DAD got to do it. The engineer who designed this nightmare should be shot or forced to do the job. I am a (25 years) retired GM tech and this is not a nice job.. Why not just fix the problem?
I never trusted the DFM L84 engines. That’s why I configured my WT trim level with the L82 (AFM) knowing that it had fewer mechanical moving parts, as compared to the L84. Also, the L84’s start-stop-start action when coming to full stops was (and still is) a hard one to accept. The more moving mechanical parts, the increased potential for wear failure.
2017 Yukon XL with 5.3L Trans died at 110,000, lifters started ticking at 129K. Ablated the AFM at 140K and still ticks but otherwise running. Oil changed religiously at 50% interval and full fluid changes annually. Planning to replace engine and Trans without AFM probably around 250K if it lasts that long. Won’t buy new as everyone is doing the just good enough to last past the 100k warranty and I am looking to move to Hawaii without it.
My 2023 High Country 6.2, 21,000 miles. Lost oil pressure, watched it drop suddenly and predictably, rod started knocking.
10 weeks for a replacement engine in AZ, first that dealership had seen, another one before we got mine back.
An earlier post suggested it was run of those engines in a definable time frame, if this is the case, smaller issue. Not a small issue if it is yours and you are miles from home!!
Earnhardt in Mesa made it relatively painless providing a decent SUV to use, truck is originally from Calgary!
Need to make trip back up North soon, amazing the number of noises you here when you have had a big noise once!!!
This is the example of how General Motors could care LESS about their customers. This has been going on for years (much more than they claim). They absolutely refuse to face the facts. On top of that, they got rid of the people meant to work on these problems. Getting rid of the Brand Quality department is the dumbest thing they’ve done.
Keep pushing them out of the plants. Who cares if they self-destruct.
Not a ‘huge’ issue to be honest, but it’s bad enough and it’s out there. Gm need to take a look at what’s causing lifter issues on their V8s, because it’s sullying gm’s V8 engines reputation for reliability. AFM seem to be a big reason for lifter problems.
Why not just buy and plug in to the OBD port a Range AFM/DFM Disabler for $240. I did on my 2019 Corvette ZO6.
because the 2022.5 and newer, the OBD port will not perform that function. Things changed. Range does have a device that plugs directly into 1 of the 3 main computer plugs.
While you would think this would help, it won’t. The failing lifters are still there, and still fail. Even on those trucks that do not have the chip (due to covid) for making the DFM/AFM work.
The only fix is to eliminate it entirely, from inside the engine.
And people wonder why I’m in no hurry to replace my 2012 Silverado with a new one. I have been walking the dealership lots and building new ones online since COVID but can’t seem to write the check. The 2022 has been a flawless daily driver since I bought it new.
It’s really bad. Plenty of repair shops post on Facebook of the lifter nightmares. A suggest do not buy anything with cylinder deactivation!!
My 2015 6.2 was great, as was my 2019, and current 2024 model. All had over 120k when traded. I’m fussy about maintaining my trucks and change oil every 3500-4K miles. I also plug in a dfm disabler the day I buy my trucks. I’m not saying it isn’t a problem, but we need hard percentages here. Since GM builds about a million every single year in trucks and SUV’s even a 2% fail rates going to seem massive. I really hope they address the issues some have in the next generation V8’s.
We have 6 6.2s lost lifters in 3 of them.
2015 @ 138K
2018 @ 132K
2020@ 85K
These are all 1500 pick ups
The other 3 6.2 are low mileage
2009 Pontiac G8 GXP 32K
2019 Escalade 49K
2021 C8 10K
As you can see GM has a lifter problem 50% failure for us!!
Class action suit anyone?
If it occurs on your truck, it’s a big issue…
Change your oil every 3000 miles.
Drive in L9
2015 Silverado at 102k. Oil changes every 3k. Collapsed lifter and bent push rod. Luckily I was close to home and no damage to cam. I drive in M5 around town now.
Lifter failure 2020 L84 at 130k ruined cam
4 months after buying 2023 Tahoe Premium the 6.2 locked up. My Chevy dealer in Knoxville TN hasn’t given me the diagnoses but ordered a new engine. I was told by a manager there were 5 other 6.2s awaiting engins from GM. The wait for a new engine is expected to take over a month. When asked for a better time frame they actually said unfortunately we do not know. I was given a little VW sedan to drive! Well it does get great gas mileage.
18,000 miles!
I believe you can delete AFM with a Trifecta Tune. I could be wrong as I drive a Colorado and I don’t have this issue.
My 2018 GMC 1500 5.3 just had a valve train issue at 90,000 miles. It is the V4/V8 version. The cylinder was on the driver’s side, second from the front. It started with a tick, not alarming, but noticeable. I thought it was an injector. Then a check engine light which was a misfire. The failure was between the main cam and lifter roller. All chewed up, flat spot on the roller. The truck spent a lot of time on steep mountain roads, but my maintenance was perfect. I ended up trading it in (minus the repair quote) on a 2025 1500 with a Duramax. I have some thoughts on the differences between the 2018 and 2025 I will post in the appropriate forum.
If nothing is going to be done now to resolve this issue on the 5.3 and 6.2 Liters. I suppose we will have to wait until the 2027 models arrive. At that point, hopefully GM would have officially did away with such a feature that has proven to be an absolute failure; that it would gain worldwide attention.
im not sure if they’re all related to lifter issues but gm absolutely has massive quality issues that they refuse to fix, particularly with their vehicles not being able to start and or move. there is a tow operator with a yt channel and just about every new vehicle that he features on his channel that wasn’t in a wreck is a gm vehicle (yt: tow truck dustin).
Has the lifter problem happened with the 4.3 liter V6? I have one with AFM in a 2019 Silverado Custom.
AFM. Get a disabler. Be picky about motor oil, change it on schedule.
It’s a real problem. First, let me address the maintenance aspect: I have exclusively used appropriate Mobil-1 synthetic oil, along with a high-quality filter, in every vehicle I’ve owned since the 90’s. I buy my own oil & filter and have a trusted shop perform the work. 5,000 mile intervals. Additionally, I’ve had multiple friends and coworkers who experienced engine (cam/lifter) failures well before the first oil change was due, in both 5.3’s and 6.2’s, in the Gen V era.
I’ve experienced grossly excessive oil consumption in two of the three AFM 5.3’s I’ve owned, one starting at less than 30k miles and the other at 180k miles. Zero issues in 300k miles on pre-AFM 5.3’s. As to my 2016 6.2 experience, I experienced cam/lifter failure at 170k miles and replaced the engine with a GM factory replacement. 120k miles later, the same (position) cam lobes and lifters failed. This time I had a shop perform a real “DOD Delete” and replace the cam and lifters with non-DOD components – LS7 lifters, specifically. With DOD fully deleted, my fuel economy dropped 0.98%. In other words, over the 290,000 miles the truck was driven with DOD active, it was likely responsible for saving about 140 gallons of gasoline, or about $490 – in exchange for an $11,000 engine replacement and a $5,500 cam/lifter replacement.
Every substantial issue I’ve had with GM powertrain in the last 20 years has been directly related to elements associated with enhancing fuel economy: DOD cam/lifters, two-stage oil pumps, transmission thermostats to cause fluid temps to stay too high, etc. No competent person would ever chose to spend $100 in order to save $5 – but that’s what we’re doing over and over again with not just DOD/AFM/DFM/whatever, it’s what we’re doing with the entire powertrains. We’re spending more money to create a fuel-saving element than that element will save in its lifetime, and then we burn more energy than it could possibly save to repair or replace it. It’s downright stupid.
AFM/DFM/DOD does not make a meaningful impact on real-world fuel economy, it doesn’t save what it costs to add, and it certainly isn’t cheaper for users when repairs are taken into account. I would much rather pay a $2,500 “gas guzzler” tax, give up 2 mpg’s on the sticker, and have a bulletproof drivetrain that I can rely on day in and day out.
In the interim, except for an old Corvette and keeping the 2016 6.2 around as a back-up and kids’ car, I’ve gone exclusively diesel – whatever it takes to get away from the defective valvetrain.
Still holding on to my 14 with a 5.3. It has AFM but hasn’t had issues after 103k. I have a disabler. Getting ready for a new one but leary enough of these new ones that I only want a 3.0 duramax or jump up to a gas HD.
I have a 2011 Silverado 5.3, do my own oil changes and maintenance, Replace the lifters and cam at 355,000 it now has 440,000 miles and still going! I deleted the AFM with a module plug in.
Bought a brand new Sierra Denali in 2020 with the 6.2. Spent $3200 having all the AFM lifters removed and replaced with no AFM units/new camshaft. I knew in my job I’d be driving about 60-70,000 miles per year. I replaced that truck this year with a new 3/4 ton with a 6.6 gas. In the end I had a hair over 300,000 miles with no issues. Even the transmission was original (torque converter replaced at 178,000) Guess I took a proactive approach lol.
IF it happened to you, its a real problem. But despite the replies from GM haters who dont own one, its not widespread. And many times it depends on maintenance intervals and the oil used. Hit the JiffyLubes and the Walmarts every time with the crap oil they use and you up your chances of getting a lifter issue.
Each truck I own has had the lifter issue. I have a 2008, 2015 (lemon), & 2018 Silverado. All are LTZ Crew Cab Z-71 4 x 4. The 2008 has a 6.0 and the other two are 6.2L. I also own a 2024 High Country Tahoe with a 6.2L. All vehicles have been dealer maintained since new. I just got the 2015 back after 4 years at the dealer for the lifter issue. I kept being told that due to Covid, there was a supply shortage. I was provided with several different trucks during this time span to placate me. So those of you blaming poor maintenance are wrong. It may be the case with some vehicles, but not all of them.
Just did stuck lifter in 2014 gmc all terrain cost 10,000 am I going to get money back highly unlikely had 99,ooo k when happened. Problem is there all built not to last bunch of plastic garbage
I love the comments that ask if it is just 2% or 3% failure, is it really a big problem? 2% failure rate of an engine in 2025 with all the modern manufacturing techniques that are used is an astronomical failure rate! No company would tolerate that! Most industrial parts produced on this kind of scale would shoot for 0.05% failure or less.
The rate of failure reported online seems excessively high but I have no data to make a informed opinion. It would not make sense for GM to continue down this path if the true scale of failure exceeded the economic threshold for replacing engines.
Still, after so many complaints I can’t bring myself to pull the trigger on any new LS87 GM model, I just could not bear making payments on a vehicle in the shop and in my experience, nothing ever goes back together quite as perfectly as it did from the factory.
My 2021 Silverado 6.2 has had 3 lifter failures in its life. It only has 40,000 km on it.
2015 gmc sierra 1500 w/5.3 250,000 km still has original transmission as i have owned since new. Lift lock up in #7 cylinder 15k ago. Replaced all lifters and push rods was good to go then the dreaded po300 random missfire returned dealer said job had to be redone plus the cam. We took it apart cam is perfect without a mark, lifters fine, valves fine, valve springs locks all appear fine. Only damage found was marks on #3 and #5 two push rods have a gouge at 45 angle across them like they have been struck or bound up on something. Have found trace damage of metal flake in the oil as well. Local engine shop reviewed parts and even they are stumped with this. Engine oil was changed every 5,000 km with full synthetic 0w20 spec. Ordered a reman to replace completely engine. Will plan to do a plug and play delete on this replacement engine.
Anecdotal evidence will always be just that.. so, it depends on who you ask. I’ve owned a 50k mile non-dod LS, a 200k non-dod one, and a 100k one with AFM. Also many friends and family with LS & LT based vehicles. Never replaced a failed lifter. I’ve seen more fail on previous-generation small blocks, and they are definitely not known for doing so.. even the flat tappets are remarkably robust. So, until GM releases numbers.. the debate goes on.
It’s not just the 6.2’s I have a 22 2500 HD, with the 6.6 liter gas engine, I lost it at 70k. Lifter failure, thought at first needed possible tune up, but found out after that plus a pack, and injector that cylinder 4 was gone.
Dealership confirmed, I was lucky that the dealership assisted me , in getting GM to cover half of the cost of the new motor.
Luckily , I had been getting my services through the dealer since I originally purchased the truck every 5000 miles, now im getting it done every 3000 miles.
I’m disappointed, because the culprit were the lifters as in previous model years, and from what I was told its common on new vehicle motors like mine going bad at under 10k miles.
Worse is the fact, I had heard a noise at around 30k miles that sounded like lifters sticking when I started a cold motor( it quieted down when warm) I was told that it was an exhaust manifold leak…..
I love the truck, but the motor scares me, although they did give me a 3 year 100k warranty…. im still concerned
2019 GMC Sierra. Serviced every 3k miles. Made it to 119k miles and had lifter failure. When the dealership pulled the motor, they said it actually had nearly 3 cam lobes completely gone. No sound or warning till it started missing and service lights came on. 12k later and rebuild with DOD/AFM delete and it seems way better. even get better MPG.
I’m surprised no one mentioned catch-cans. I have a 17 Tahoe with the L83. I installed a quality catch-can and I’m quite surprised what it collects. This is stuff that could’ve been pushed through the valves and eventually cake them up.
Forgot to mention, as for the lifters, they can still collapse and fail even after installing the DOD/AFM disabler. But I’m told the disabler does help reduce oil consumption. My AFM is still active, and my oil changes 4.5 to 5k intervals, I’m down about half a quart.
I have a 2021 gmc 1500 5.3L L83 trans with no chip for DFM. No problems at all 63,000 miles. Uses no oil and trans in good shape. I do let it run at least for two minutes or it shifts hard when putting it into drive. Auto stop is bypassed, mainly because it drives me nuts.
I own a 2021 Silverado RST 5.3. October 2024 left side one lifter and bent pushrod right side one lifter. Dealership where I bought it and regularly services it replaced the pushrod and all lifters on both sides. That happened at about 27500 miles. In March five months and 2750 miles later it collapsed another lifter on the left side. They replaced the left side again I’ll see long it goes this time. Very tempted to get rid of it.
Change your oil around 40%. Turn the cylinder deactivation crap off after the powertrain warranty expires, that will eliminate most of the issues. Do not go to the dealer for out of warranty repairs on lifters. Go to an independent and install the delete kit.
I don’t pile up the miles but have had a string of 6.2 engines. Current is a 2023 Escalade with 38,000, prior was a 2021 Escalade traded at about 32,000 miles, before that a 2019 Escalade with around 40,000. Before that a string of Yukon Denalis with the 6.2 and Suburbans with the 5.3. Many years ago I was big on 3000 mile oil change intervals. Figured they put the life indicators in there for a reason so most of my 6.2s get changed at that interval. Have never had the first hint of an engine issue, for that matter never had any mechanical issues. Happy enough with the product that I’m currently waiting on an Escalade-V to be built. Guess that puts me in the overblown camp.
I hope your’s is better than SpyShops NY’s (from the Cadillac Forums) 2025 Escalade-V. Here is his story:
I decided to try the 2025 V. I still had my 2018 that I was going to give to my son. Thank God I didn’t tell him yet. I drove the V for a few weeks and the first week I got a code for the steering system. I bought it to the dealer and a week later it was returned fixed. At approx 2k my engine started the ticking sound. At that point I decided I am not going to keep it so the dealer kept my truck for almost 6 weeks and repaired it. The dealer gave me a XT4 as a loaner, very disrespectful. I sold it and decided I am not going to drive the 5th gen. The gauges were very plain and looked very stupid. The camera part was neat but unnecessary since I can see through the front window. The sound system was the top system with close to 40 speakers and sounded like crap. The seats were not comfortable neither. I felt like my wife was far from me like a 18 wheeler. It was huge and clunky. I am looking for a 2020 platinum with less then 10k in crystal white and black interior. I will send it to Callaway and to the full delete.
2021 Sierra with a 5.3 dropped a lifter at 26,000 kms. Currently looking at a 2001 Sierra 1500 HD with a 6L and dump this thing. Too bad, cuz I really like the truck otherwise, but id like to get away from DFM, direct injection, stop/start, and variable valve timing. Basically everything that makes the ecotec3 ruined the small block in my opinion.
I’m looking for a 2002-2004 DENALI also.
The above list is missing Camaro and CT5-V Blackwing as vehicles offering small block V8. I guess those don’t count, or utilize a non-DFM/non-AFM lifter.
My friend had catastrophic engine failure last week at 20k miles. It was a 2024 AT4 with 6.2L…I believe they said it was bearing related. The engine just shut off with no signs or ticking prior to the engine just shutting off and not able to restart. The dealership he got it from gave him full value and allowed him to trade it for a new Sierra with the 3.0L.
I have a 2022 Tahoe Z71 with 5.3L and it’s been fine at 40k miles. I don’t think it has AFM…nothing says on the dash if it does. Maybe I’m wrong.
I wonder if GM is using the same supplier as Toyota with there Tundra V6. The metal from China ?