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Grumpy Bear

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Grumpy Bear last won the day on January 4

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  1. Kudo's on your results. Two questions. How fast did you drive ballpark? What wheels are those? NICE!
  2. SN-Plus would account for that yes if the previous API service class was SN. Sure. Makes perfect sense. I encourage you to contact Blackstone and ask about the validity of comparing motors on such a basis such as swept area or cylinder count. Don't take my word for it. Please. However, I believe you will find that a Ford V8 or Dodge V8 or XYZ of the same motor size will have a different wear 'finger print' than your 5.3. In fact your Ecotec3 will have a wildly different wear rate profile than a Gen 1 327 Chevy. Universal averages of wear metals are the averages of a catalog of the same motor they keep record of. I do understand the logic however and commend you on the effort. I prefer conversations with 'thoughtful' people over reactive individuals. Thank you. This graph shows the wear rate of a cylinder over the useful life of a motor. Note that the iron concentration, thus wear rate for identical OCI's, in the sample is ever changing. A graph like this is constructed using the same product changed on the same interval like religion. Because? Rates of wear change with both. This particular motor, a lab rat, also had the same operational conditions. Something we can not warranty. I love this graph for those that believe that modern engine building techniques have somehow dismissed break in altogether. The spike is lower, granted, but it still there and pronounced. I also find it of interest that wear rates DROP after the initial spike until wear in (break in) is complete and then slowly rise...well you can read a graph as well as I. Anyway, even though your OCI intervals are not identical, taken as a whole it seems that they are still dropping! That should be happy news for you. So now we get the meat of it. How much time (miles/engine hours) will pass before that first line of demarcation is reached? So far your at 100K/?hours and still dropping? Good for you! So....ask yourself how long it would take to reach that line IF your earlier changes, with the same products were done on the shorter OCI's that show the lowest rates of wear? We can't put a number on that but we can say longer can't we? As far as viscosity grades. You do know my motor has a GM assignment of 5W30, right? You also know that I use 0W20. I've said time and again that the viscosity grade is subject to the average bulk oil temperature and my motor runs considerably cooler than average. Even that said the actual wear between viscosity grades is smaller than most believe. Translating temperature for the lower 48, this graph shows 170 F to 230 F to be the point of lowest wear in micrograms/hour wear. Note the difference between 10W and 30 W is really small? Note that during warm up the 10W actually produces a lower wear rate than even 10W30. No sir, I'm not of the crowd that believes SAE vis grades are set in stone by the manufacture. They, as said before, are subject to temperature. Cylinder wall temperature. Lastly note that if the motor spends it's life between dead cold and just getting up to temperature (short hop city service) wear rates are killer. Another reason it is hard to compare on motor to another based on wear metals. Also the reason I don't start Pepper for a trip under 100 miles unless she's the only thing on the lot. So we only have oil Group type left. The superiority of a Group IV/V blend (AMSOI e.g.) over a Group III/Group IV blend (Pennzoil Platinum e.g.) comes three fold. Oxidation resistance, solvency and lubricity. NOT film strength and wear resistance. Not based on base oil chemistry alone anyway. The additive package has allot more to do with boundary layer wear. Oxidation resistance is important only if long OCI's OR routine high bulk oil temperatures are expected. The bulk of the 'dirt' in oil is oxidation byproducts and it's those products that accelerate abrasion wear. Longer you leave it in, the more abrasive it becomes. The difference in in degree. Like choosing a sandpaper. As the detergent/dispersant becomes depleted or ineffective (they have more than one job) the oxidation particles amalgamate. First large enough to cause accelerated wear and then large enough to deposit...sludge...varnish. Esters (Group V) are solvents. Solvents keep the polymerized oxidation products in solution (liquid) and ease the load on the detergent package AND dissolved previous deposits. It also increases the acid number more rapidly than mineral oils as those dissolved polymers are acidic products, thus the high loads of neutralizers in these products. (People always ask if esters are such good cleaners then why so much calcium and magnesium). Most truck "guys" don't care about the increased lubricity. I do. It's part of the method I use to have obtained over 30 mpg for the entire 2019 summer driving basically 55 mph or 6 mpg over the EPA number for that same speed (highway). Does that pay for my higher oil price. Likely not but the lower average load based wear may. Anyway Mook, I'm not a hard liner. I don't run Red Line in everything. I run Peak in my Honda these days. I just lowered the OCI from 7.5 to 5K. It isn't GDI. I'll likely change Pepper over to AMSOIL because of the shipping changes I pay on Red Line. I took the wife's Terrain off Red Line due to the oil usage and phosphorus content do not make O2 sensors or cats happy. Uses about a pint in 5K. Right on the boarder. I'm flexible. Okay, I got things to do. I'll check back later.
  3. Saw this post about an hour ago Mook. Sorry. Suggestion? IF it is indeed for my eyes only, PM me. Okay I've read it several times and I don't know exactly what you are trying to tell me. But I can tell you what I see if that helps. I see the first line on the report: "This is arguably the best report yet for your pickup". I also see it was on the shortest OCI you've ever done. Then I see: Boy is that confusing! Better result you don't want to repeat? Blackstone normally tells you the OCI average for those Universal averages. To compare one OCI to another ppm is divided by miles per ten thousand OCI. Using your report. (We can't compare to the Universal average because he didn't supply it.) Your current iron was (6 ppm / 5,019) * 10K = 11.9 ppm Your best 8K OCI was (13 ppm / 8,333) * 10K = 15.6 ppm Your best 10K OCI was (21 ppm / 10,575) * 10K = 19.8 ppm What that says is the longer your OCI the higher the overall wear rate. Give this a thought. Say I have a pint of oil in a tray and using a file I file for an hour then test the concentration. If I filled for two hours would you expect the concentration to be higher? Certainly, about double. That is why you compare results based on ((ppm/miles) * 10K. Now if your expecting double and get triple, the WEAR RATE has increased. When does that happen? Yea, during the extended portion of the OCI. Proof? Your current iron was 6 ppm over 5K OCI. For the 10K OCI the result, under even wear conditions it would be 12 ppm. Your result for 10K was not double but 3 and 1/2 times higher (21 ppm). That would worry me. But that's just me. Now that's apples to apples! Let's touch on this on a minute: I do believe I've said you could run bean oil in them IF YOU CHANGE IT OFTEN ENOUGH. I don't like Kool-Aid To me it looks like your results prove this. Prediction?! If you maintain your 5K OCI you run that under $2 Dexos1 Gen 2 oil and you will get the same excellent results your got this last period. On a different note: Observation. IF your using the same oil for this test, I note that the calcium level for this much shorter OCI is a LOT lower even though you TBN still over five. Either we have had a reformulation to a lower initial value, a change of oil vendor or product line or your TAN is much higher than he thinks. No way to know. He didn't run that test.
  4. Fuel information on 2500 series trucks is hard to come by as the EPA does not require it. Motor Trend however did some testing and found the gas 6.0 in your model to give, in their testing, 11 mpg city and 16 mpg highway. https://www.motortrend.com/cars/chevrolet/silverado-2500hd/2019/ You state your daily commute to be 100 miles. So trip distance is 50 miles. Statistically it takes about 85 miles to reach 90% of the setups capability under those conditions and fully warmed up. Your commute meets none of those markers. 11 mpg for your commute tells me that the trucks potential mileage is a good deal higher than the numbers you are getting. It's your situation, habits and likely your speed that is holding your numbers down. I don't even know what your speed is on this drive but I'm guessing 55 mph isn't it. Which would be the EPS highway number base. Well there is nothing you can do about your distance but speed? As far as the gear goes. That small of a change would help but the degree would be lost in the noise of the data. A larger change such as 4.10 to 3.23 could yield 10 percentage points increase. 1.1 mpg? I'll bet you get old girl on a long trip of interstate and set the cruise about 60 mph it she will surprise you.
  5. You have about half the information. PF48 10-12 psi bypass WIX 57060 PF63 12-15 psi bypass WIX 57045 PF63E 22 psi bypass WIX 10255 (The current GM filter spec) About a year or a little more ago GM increased the bypass spec for the Ecotec3 series motors and made it retroactive for the previous Gen IV motors. As insignificant as 1.5 psi seems to you it represents a 10% increase in BYPASS pressure which is not insignificant at all. Bypass pressure isn't the pressure on the filter but the pressure DROP across the filter. The increased length between the PF48 and PF63 (more media area) results in a higher flow before the bypass is in play. Same effect as a higher bypass rating. So we have a three step filter improvement process from GM engineering attempting to get enough and cleaner oil to the VLOM/AFM. Basically GM it attempting to IDIOT proof Filtration. They have their work cut out for them me thinks.
  6. A RCSB 2WD 4.3 has a higher wheel horse power to weight ratio than the 5.3 crew cab everyone loves so much on equivalent fuel. It's fractional but it is higher.
  7. Ya hear allot of things. Most of it garbage. Nothing wrong with Dexcool.
  8. Transmission Fluid Temperature Study Update 1/24/2020 This study has no finite life. Early on the best speed for lowest ATF temperature was pinpointed. This is the combination of load and road air speed through the coolers. Studies have show for decades 25 meters per second (55.9 mph) to be optimal for fin fan exchangers. This curve will hold true at any air temperature. Just happened to be 30 F the few days over which the data was collected. This study was done two direction to negate prevailing wind direction and speeds influence and the average of both runs plotted. Worth mention is that, in example, a five mph head wind has the same effect as a five mph change in speed within reasonable statistical variation. This is reasonable as the added load of increased speed or a head wind of equal value presents about the same increase in 'road load'. The chart below is now complete. There are several players that have an influence over the result. Speed, (load) which was held constant for all data points. Water temperature. Two were explored. Coolant composition. Two were explored. Air temperature which was the major lever being explored. Also learned was that without a thermostat the lowest air temperature that provides at least 104 F fluid temperature after 30 minutes was near 0 F. Note of worth is the convergence of fluid temperatures below mid 50's F temperatures. Lastly a look at the effectiveness of the system by comparing the air temperature to the ATF temperature spread or Delta T. Interesting that the spread is greater the lower the air temperature. Close to 100 F at 15 F. Closing to just over 60 F by 95 F air temperatures. A smaller delta difference was observed when water temperature was the lever pulled. Just as interesting is the result that below 50 F than water temperature has nearly no effect on the systems cooling ability (within the glycol concentration levels that were explored) Absolutely none of this study entertained the loads of towing or hauling and was entirely open road conditions. Two other items during this study worth mention. 1.) The gradual change over from the factory Group III fill to a better than 90% exchange to a Group IV/V fluid. 2.) A two quart increase in pan volume and change of materials from steel to alloy. I offer these observations on these two. During the motor oil study it was observed that PAO/POE runs cooler than Mineral oils no matter how highly refined those mineral oils are. The impact however is less in the transmission as the heats generated are frictional. Larger system volume has no effect on the terminal temperatures observed. However the increased volume did slow the rate of heat build up and increased the rate of heat recovery by a measurable degree. No work has been done with fan set points and as such in stop and go the thermostat delete is less effective if the stop part is prolonged. Trans temperatures will become a concern in an idling truck at in about 1 hours time. Rush hour grid lock is not our friend. All earlier materials (charts) on this topic have been pulled. Well this was fun!
  9. My 2015 WT1 doesn't have a resettable at those increments. Only a resettable tank average. Often over 33 mpg. It lies. Hand calculated: Over the trucks 107,000 miles the average miles driven per tank has been 391 miles. Average fuel load has been 14.2 gallons. So 27.57 mpg life time. 1 standard deviation is about 2.25 mpg for a range of 25.25 to 29.75 mpg lifetime. Best single tank of a least 400 miles has been 33 mpg and worst about 23 mpg. For only the summer months of 2019 (180 days) it averaged 30.15 mpg.
  10. And people wonder why I wouldn't allow a 'dealer' to change water in a mud puddle. I'm am sorry this happened to you. I know what a pain finding a reliable mechanic is,but brother, it is worth the effort.
  11. When I stand on one foot and gargle hot sauce with my hands over my ears I fart blue flames. When I had AFM it was smoke out my ears but now that I have DFM its flames. Is there something wrong with my second cousins dog? It's about the same as reading; My 2020 GM with it's 20% larger frontal area get's the same mileage as our 2015 did towing our 10,000 pound trailer at 70 mph. It's obvious the 10 speed and DFM just doesn't work. OR, I had a massive lifter failure and they replaced the lifters, cam and VLOM because the screens were plugged with varnish. The VLOM system is a piece of junk. DFM will be much better. Electrical parts never fail unless they are driving solenoids controlling oil. Ones controlling something else are much more reliable. Plus you can run your oil forever.
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