Bob were you getting alot of crap up under the actuation components? Sand, snow, ice etc. Hell I could not use these here in Colorado because the rocks, snow, sand, ice etc would jam it up.
Yes Sir understood, for clarification the exit at back of truck exhaust pipe is super hot on every octane including 93 E0 I tested in Texas from CENEX and it still showed soot but CENEX has always showed lower soot in tailpipe than other brands of fuel. I get E15 here from Maverik made by Phillips 66.
https://www.tuneautos.com/engines/gm-2.7l-l3b-turbo-engine "GM's active thermal management cooling system is another unique characteristic of this new engine. A 3-way rotary valve and an ECM-controlled electric water pump make up this system. The passenger compartment is heated by an electric water pump, which also cools the engine and gearbox. "
"Opinion ‘Car Talk’ host: Independent auto shops deserve the right to repair your car September 28, 2022 at 7:00 a.m. EDT (Washington Post staff illustration; images by iStock) Ray Magliozzi is one half of NPR’s show “Car Talk,” a longtime independent repair-shop owner, a Dear Car Talk columnist and a car reviewer on CarTalk.com. When your car breaks, what do you do? Okay, after you utter a certain word? You have to decide where to take the car to get it fixed, right? You really have two choices. You can go to the dealership or an independent repair shop. However, some car manufacturers don’t want to share key information for diagnosing and fixing cars with independent shops — and that’s something that’s not only bad for repair shops but also bad for you. As a radio host who has advised thousands on their car problems and as an independent shop owner myself, I know all too well that car owners benefit when they have more choices. Congress is considering a national “right-to-repair” law, and lawmakers need to pass it to protect your rights as a consumer. Story continues below advertisement Back in the old days, when people were still switching over from traveling by mastodon, you repaired cars with your eyes, ears, nose and hands — and, if you were desperate, a Chilton repair manual. Now, you often repair a car by first plugging a computer into the on-board-diagnostics port and seeing what the computer tells you is broken. So, what’s the problem? Carmakers and their dealerships want to maintain control of modern diagnostic tools, which forces customers to come to them for repairs. Even though independents are willing to pay to license these tools, dealers see an advantage in exclusivity. Dealerships have always had certain advantages. They have better coffee in their waiting rooms. Heck, they have waiting rooms. They have clean restrooms that don’t double as auxiliary air-filter storage. They also work on your particular make of car all day, every day. So they might be familiar with an oddball problem because they’ve worked on 4,000 Camrys. Story continues below advertisement Independent shops are small businesses, run by individuals — some of whom are terrific people and mechanics and some of whom will blame your car troubles on demonic possession and give you essential oils to fix it. But independent shops have their own advantage: price. Their labor and parts costs are usually much lower — hey, who do you think is ultimately paying for the dealerships’ coffee and fancy couches? Some research has found that dealers, on average, charged as much as 20 percent more than independent shops for the same repairs. This article was featured in the Opinions A.M. newsletter. Sign up here for a digest of opinions in your inbox six days a week. There’s also the matter of distance. Not every town in the United States has a stop light, let alone a dealership for every car brand. There are 16,752 franchised car dealers in the United States, according to the National Automobile Dealers Association, but there are nearly 240,000 repair shops — meaning that for a lot of people, an independent shop is the only nearby option. Story continues below advertisement At Car Talk, there are times we’ll strongly recommend an independent shop for standard work like brakes, shocks, the engine and regular service. And there are times we’ll recommend going to the dealership, like when you have a particularly rare problem that might be unique to your make and model. But at the end of the day, you should take your car to the dealer to be fixed because you want to not because dealers have hoarded all the key information. Beyond the information needed to diagnose and fix your car, dealerships also want to maintain control of your car’s telematics. What are telematics? Well, now that everything is connected to the internet, your car can notify your dealer when your car needs an oil change or has a blown sensor. Using the software they’re denying to independent shops, the dealer can then diagnose the trouble code, call you and schedule a repair. Most modern cars already have this ability. Car manufacturers point to the importance of keeping your car’s data safe — including your location, say — as a reason to deny independent shops access to these tools and codes. They are right about the need for data security, but part of privacy is that you should be the one to decide who has access to your data. Story continues below advertisement At least 17 states have laws on the books stating that your vehicle’s data belongs to you. Many independent repair shops will need to invest in tools to keep customer data secure, but just because they’ll need to invest doesn’t mean they can’t compete with dealers. Lack of choice — and competition — is never good for the consumer. So consumer groups and independent shops are promoting what they call right-to-repair legislation, guaranteeing consumers more choice by requiring automakers to license their data with independent repair shops. The voters in my fair state of Massachusetts approved just such a law in 2020. In 2021, 27 states introduced or passed similar legislation. Beyond those state laws, there’s a national push to protect consumers and independent shops. H.R. 6570, a national right-to-repair bill, has been sitting with the House Energy and Commerce Committee for months. My Car Talk colleagues and I know not everyone will support right-to-repair laws. Dealerships won’t like the level playing field. Mechanics might not like how much work they’ll actually have to do. Still, this is an issue everyone else can get behind. If you own something, you should be able to choose where to repair it. "
Poki in general I am with you on that but the 3 valve electronic water pump/thermostatic system is computer controlled and critical to idealizing hot temps on lower end of the L3B and super cooling the top end. It's really odd but effective. Why they can get 87 octane at sea level to work in this turbo boosted engine and survive. What we read as ~210 F on our coolant gauge is probably NOT what the engine is really seeing in critical areas. I say probably because my scanner is old like me and will not give me all the inputs from the newer MIL/ECM on my 2022 LTD. As an example I have never detected and exhaust pipe outlet on a truck or car this hot except headers off a sprint car! It literally is moving heat out the exhaust by design at rates and temps higher than anything I have tested in years. Certainly not stock vehicles. I will have to IR test the tail pipe but man its hot. BTW using E15 in the unit the tail pipe literally has no soot detectable to finger test.
Thats true, the center of gravity with that 4 popper located aft in engine bay on my Trail Boss enables great handling, humming to the GoodYear sounds of the Duratracs....LOL Running E15 seeing 25 mpg+ pushing a lot of air at 65 mph ( I went up 5 MPH so the Boebert supporters here don't shoot me) .
customboss replied to Pryme's topic in 6.6L Gas V8 & HD Transmission Powertrain (L8T/MYD)Amsoil Signature Series 5w30 and we can hit -25F for a week at a time in normal weather years here @ 9000' msl. 0W is useful for outside starts super cold but after that it's a bust. Most full synthetic lubricants don't need pour point depressant additives to get cold crank and pump to be safe and allow battery to spin her up. As a matter of fact most 0W lubricants are more viscous than 5w @ 40C cSt readings.
customboss replied to Pryme's topic in 6.6L Gas V8 & HD Transmission Powertrain (L8T/MYD)I meant what I said. I tested oil filters from an R&D oil and fuels lab background, with Fleetguard being our subsidiary. Doesn't matter, if it is at least OEM meeting build. I run AC PF66 with Amsoil Signature Series 5w30 now and show great results. I would use Amsoil oil filter but can't get them. Most of the stuff we all want to filter runs right through the oil filter and stays in the dispersants of the engine oil if its really small or in most of the V8's on here it attaches to heat points in the engine as deposits from fuel.
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