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customboss

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Everything posted by customboss

  1. This where Soylent Green comes into play. Or Covid.
  2. Not answering for newdude. From my testing E15 88 octane may be ideal overall. Here in CO mountains it’s rated 87 octane. Going to do more testing.
  3. Thats too grey for me, people need to get "MORE SMARTER"
  4. Was sponsored by SYNERGYN from Dyson Oil Company for IMSA road racing and we successfully ran a 3w30 syn blend oil in an engine that required synthetic 15w50 or 20w50 according to GM engineers. Cut a lot of heat and allowed improved tuning. Racing oil bottles vis specs are a joke. Meaning nothing. There is no such thing as WEIGHT in viscosity readings. SYNERGYN was developed by Mike Dyson . Many of their products taken to next level by former Gulf Oil and Amsoil chemists. https://wiki.anton-paar.com/en/sae-viscosity-grades/ https://www.machinerylubrication.com/Read/294/absolute-kinematic-viscosity
  5. Wish we had a local E85 source. Our E15 from a new Maverik station is only 87 octane.....pishposh.
  6. If you are in boost at levels higher than normal it's gonna burn more fuel. I bet we can find some help here. What are your tires pressures cold? What's your normal RPM @ 60 mph towing no wind? How many miles on the truck now? Have you changed the factory air filter yet? What octane fuel are you running while towing? What brand of fuels are common in use? You are in 2WD right? Not Auto? Do you use tow mode? Have you experimented with tow mode vs normal mode on level ground. For living in or around Branson, MO 20 MPG unloaded is 2 mpg less than me in Mountains. My unit has almost 9000 miles on it and I changed air filter early with a O'Reilly MGA 10941 that gives me some improved air flow for that turbo vs the HD AC Delco factory air filter.
  7. Hi David, towing 3300 lbs should reduce your average MPG unloaded by ~ 15-25%. So the question is what is your overall average MPG unloaded? When I am off road here in the Trail Boss in 4WD in rough Terrain I might get 11 or so but average 14-17 MPG so far. On highway I am seeing wonderful MPG. 22 would be a good reference for average and our winds are horrendous since owning this baby.
  8. Overpriced German PAO formulations. Works good but you gonna pay for it.
  9. Family, duty, honor, country.........Semper fidelis............ awe screw it pull the ladder up. That's telling. US won't last very long with these attitudes. Self made eh? Ever heard the term "can't take it with you"? OK ZOOMERS........
  10. More direct observations from dynamic scanning ( note I have no way to data log nor do I care at this point). Experimenting still with 85 octane, 87 via mixing, and 91. Notable delta in timing retarding with 87 and more so with 91 vs more with 85 but not excessive. However it really depends on load and which of the 3 phases of mechanical cam setting. Low lift, high lift, AFM. AFM is really interesting and neutralizes overall timing to near 0. On two cylinders when AFM is engaged the RPM can be about 1500 at 65 MPH or 1750 or so at 60 mph. Using 88- 91 octane fuels allows the lower RPM AFM operation at lower speeds. With 87- 85 octane the RPM has to come up to maintain AFM # 2 and #3 cylinders deactivation but MPG is about the same. This engine is a marvel really. Lord help me if the 3 valve coolant switch ever sticks because cooling is really critical. On cold start coolant temps via scanner hit 165-175 nearly instantaneously. It takes a few minutes at lower RPM to read 201 degrees which is about normal operating temp fully warmed. Gauge cluster shows 210 F. MPG readings are unusually stable regardless of fuel octane used. I am seeing operating temps from 45F in the mountains to 80F in the valley. Winds are very high and blustery here so I pay attention to them and their effect. The New Mexico wildfires are literally 70-80 miles south of us right now so its a very unstable test environment. 26.2 mpg with mixed 60-65 mph cruise speeds on highway is consistent with 91 octane fuels. 26.2 kept showing on 40 mile legs regardless of wind azimuth, downhill or uphill in lower velocity winds. 25 with 87 octane 24 with 85 octane I did change out stock HD AC OEM air filter about 500 miles ago and MAF is free flowing to turbo. 27lbs/min at WOT test. Cruises at 3-4 lbs/in flow at speeds mentioned above. I THINK from what I am reading the HO version will REQUIRE 91 octane or at least some dealers are claiming that from what I see in internet. Will follow up with BlackO2Silverado oil analysis from to verify scanner and MPG observations, overall very happy with performance and value to date which is approaching 9000 miles on ODO.
  11. Boy went down like a sack a taters!
  12. Thats usin' ur head! Why old folks don't run anymore....LOL
  13. Thought about Grumpy Bear, Donstar and some others when I saw this brand of lighter US made motorcycles online. At least they are trying to make it manufacturing in US. Chinese engines I think. https://www.janusmotorcycles.com/product/halcyon-250/?gclid=EAIaIQobChMIy530ktTc9wIVj-4YAh0jRQOmEAEYASAAEgITzfD_BwE
  14. Bump from above and from my experience in oil analysis world for 42 years. I wish people here would use our site sponsor Nick's ( BLACK02SILVERADO) Iso Certified Advanced Oil Analysis instead of the partial testing we see in the Bklabs work. The Bklabs, ALS, Polaris, other brands data is not complete in breadth of testing so you can't get a full picture of condition of unit tested or engine oil either. If your SAMPLE ARRIVES at the lab in the am and sometimes in PM Nick will have your data out THAT DAY. No other in the business does that for us little people.....LOL
  15. Big corporations lower prices and 60% of US inflation gone. We don't refine more gasoline for US because we are selling refined products overseas for $$$$$$$$. " Greed is good" Gordon Gecko
  16. Thats just Texas grid thats planning rolling blackouts.
  17. OIL PRESSURE is pretty much easy to track but meaningless as long as VOLUME is adequate for design. Much ado on this site about oil pressure. Find the min required for the engine and enjoy less viscous drag and rock on.
  18. Schaeffer Oil founded in 1839 I think is the oldest continuously operating lubricant company in US. They made wagon wheel grease for settlers heading west. Production facilities are still right next door to Anheuser Busch since that same time. Valvoline 1866 for a comparo. Their head formulator Larry Ludwig is a long time professional acquaintance. https://www.schaefferoil.com/05-10-18-ludwig-5-10-18.html They aren't analytically same old stuff for sure. They are the only company that uses high quality finely milled PTFE and some more advanced versions of Teflon that makes up their patented additive called Micron-Moly. Antimony, MOTDC ; Naphthalene, and PTFE are unique to their formulations. They are one of the few mom and pop companies remaining that like Amsoil, MPT maybe, that actually do some unique formulations. Larry does such a good job with this additive mix that GRP II+, GRP III, PAO oils behave much more stable over a longer drain than one would think. When they still used GRP I oils those oils did better than many synthetics in good science based oil analysis. I wish people here would use our site sponsor Nick's ( BLACK02SILVERADO) Iso Certified Advanced Oil Analysis instead of the partial testing we see in the Bklabs work. The Bklabs, ALS, Polaris, other brands data is not complete in breadth of testing so you can't get a full picture of condition of unit tested or engine oil either.
  19. I culled at age 54 when I went from two real careers simultaneously , nice house with a pool, to living in a Thor 24' Chevy dually chassis 6.0L RV. It was fun and terrible at the same time. Had to be near a certain VA hospital for treatment and recovery. I had no money, drank too much, and isolated with percussive and sharpened weapons in case the bad guys were at the door. BLM land was my friend. I had to fit in a few tubs business records, flight records, graduation certificates and diplomas, and whatever tools I could pack. As far a cyclic weather the amplitude is increasing while the duration of events is short, except for the heating. Cold wet places are gonna get hot and dry and then back again. When I started flying airplanes in 1974 you could cruise with almost totally calm skies. Around the mid to late 1990's the energy in the atmosphere began CAT ( clear air turbulence) events that are terrifying and dangerous because you can't see them always in cloud formations just temp rise and drop at altitude. That energy is from heating. You can be at 3000' or 39,000' and there is the potential of crazy turbulence that will rip your wings off if you don't fly right. My Dad left me 79 years of papers and he was a professor and well written too. It was a nightmare for me since no one else besides my wife helped me process it all for the estate. You are doing the right thing and with electronic records you can store papers for others easily accessed with a bit of effort. You are a kind and thoughtful man.
  20. In 2018 I tested the regular Lucas Oil Booster and here's what I found: Its a surfactant, viscosity index improver, in a viscous BRIGHT STOCK oil base and comes in a synthetic version too. Its mostly needless. Think of STP but with a different name in a larger bottle. 110 Cst @ 100C very viscous. c>25, hydrotreated bright stock-based 60 - 100 % CAS # 72623-83-7 Again Bright stock was used before oils became better formulated to provide better film strength and solvency.
  21. Sadly no. I watch the raw timing. It’s a 2007 version scanner. What you describe is what we used for GM Oldsmobile road racing but it was GMs not ours. My service manager is a racer and might help me with it but they won’t allow me to drive with that I bet. Thanks Cam!!!
  22. BUMP Any of you chevy genius's have an idea of what the L3B dynamic timing range I shared means and are they normal? Too much timing retarding? Too much pulling timing as is known on the this site? r-e-t-a-r-d is blocked here....wow. I am learning this engine. I don't know but it sure runs good on 85 octane for a turbo'd 4 popper.
  23. OK Boomer, I haven't read the article in full yet but flame front travel with modern DI engines is probably more of an issue that you mentioned. No one is worried with modern metallurgy breaking pistons or rods in street engines. Curtain area altering the frustum " portion of a cone or pyramid which remains after its upper part has been cut off by a plane parallel to its base, or which is intercepted between two such planes" so that in a modern engine just whacking off valve seat angle or even piston dome is not enough. Well maybe planing a flathead engine and doing a valve job isn't gonna work on a grossly NOx making timing advanced DI VVT OHV turbo engine. Oh and run on 85-87 octane fuels. The 2.7L Turbo L3B is awesome in this giant of a truck.
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