Everything posted by txab
More info please. Year, model, etc... I'd put my money on an actuator
This post/thread is for educational/informational purposes only. I take no credit for info contained herein. Motor Oil 4 Is a sharp knife “better”? Better than what? A Colt 45? A sharp stick? A dull knife? A water balloon? ‘Better’ needs a standard to be judged against. So let’s talk about a standard. I have a broad axe, a chain saw, a Samurai sword and a cleaver and I have hog carcass’s hanging in a cooler so I rate these tools by their ability to cleanly cleave that little pig in two with the least effort. After a result is achieved I wish to butter some bread. Do I use that information to choose the ‘best’ tool from this list to cut and spread a pat of butter? No! The test not only needs a standard but one that is suitable for the task we wish to apply it against and therein is the rub with motor oil testing. Many test are designed to find the failure point. To take the oil to a place that it will never see in day to day operation. Shell four ball scar test a case in point. Along with all its iterations. Let’s example a range of lubricants that test film strengths whose results lie between 90,000 psi and 135,000 psi. We can make all manner of claims about protection. That is as long as we don’t reveal that real world loads never exceed 80,000 psi. (Not real values just numbers posing a real fact). How about additive levels? Are we not conditioned to believe “More is better” or “If a little is good an excess falls just short”? Phosphorus levels for (ZDDP) are tested using ASTM D-4951 or D-5185. According to the API Service Categories the levels are: SH 1200 ppm maximum SJ 1000 ppm maximum SL 1000 ppm maximum SM 800 ppm maximum 600 ppm minimum (D-4951 method only). SN 800 ppm maximum 600 ppm minimum (D-4951 method only). Initially ZDDP was used only as a corrosion inhibitor. It was found later to have pretty good antiwear properties. The part that gets all the attention. ZDDP is also a major contributor to the antioxidant package. Leave a peeled apple on the counter and it turns brown. That is oxidation. Oxidation in oil is a precursor to varnish and sludge. Insolubles. While an apple will do this at room temperature fluids used as lubricant need some heat to get them initiated. Some fluids resist this breakdown mode better than others. The worst among them is a Group I mineral oil having an initiation temperature of 160 F and the best of the bunch, POE which requires 250 F to get going. Increasing the temperature 10 C or 18 F doubles the rate of oxidation. The next step doubling the last. It gets ugly quickly. Thermal breakdown is NOT the same thing as oxidation and requires higher temperatures. Some mineral oils as low as 250 F and POE’s about 300 F. Antioxidants will not prevent thermal destruction but can delay oxidation onset. The byproducts of thermal breakdown are also insoluble materials. This type of heat destroys seals and promotes oxidation precursors to become varnish and sludge. Lubricating fluids are also subject to other things that degrade their usefulness. Nitration, contamination and volatility to name a few. Additives are used to combat and contain/control and they all require additives. Lubricating fluids (oil) are a chemistry. A chemistry that when whole reduce wear; clean and cool and if really good lowers friction and parasitic energy losses. When that chemistry is altered by any means it loses its effectiveness in doing its primary functions. Alteration comes by oxidation, thermal break down, nitration, acidification, particulate abrasion, dilution, emulsification, foaming, misting; lose enough properties and the motor fails. It can be sudden, it can take hundreds of thousands of miles. Wear is a thing that is controlled, not eliminated.
Y'all are also missing the water pump or wp gaskets...... The reason why I mention this is from personal experience..... I've seen these wp gaskets leak for a bit then stop for a while. Never could get them to leak when pressure tested, but would leak after pressure dropped You can add dye to the coolant to help detect, which your mech. should have already done at this point
Stupid question...... you sure you've got the right filter?
First. If the filter you removed had no gasket on it, you need to closely check for a stuck gasket on the filter attachment point. IIRC, there is an oil filter adapter gasket(s), as referenced above, that may need replacement as these engines did have a remote mount filter option
The last few times we started this up, it died quickly due to lack of interest of enough members, iirc. See what kind of interest you can generate in this thread and we'll see what can be done. Nothing stopping you from creating your own thread by picking a theme and accepting nominations
txab replied to IMANITRONUT's topic in 1973-1987 Chevrolet & GMC Square Body / Rounded Line PickupsSo you can't "jumper" the solenoid on the starter and cause the starter to turn over? The only thing after the solenoid is the starter. Could be a bad starter/solenoid assembly. Now if it engages this way, then look to the start switch about halfway down the steering column
Translation for above post I’m writing to you today to tell you about an experience with a general engine. I am retired and currently traveling in the United States with a travel trailer. On December 13, my truck did not work well. I went to the Rusty Wallace garage in Clinton Tennessee, very good service, my truck was examined in the hours that followed. Results lifter to change 2 weeks of waiting. (No one told me at the time that GM was out of stock for this part) Invoice of $ 1000 that I had to pay myself. I was not offered a courtesy car. Following a communication with my Extended Warranty Company, the representative contacted the garage and learned that I could have a car and that the repair was covered by the basic warranty. After two weeks I go to the garage and I am told that GM does not have parts there and that it does not know when I will have my truck, I contacted GM Canada for an explanation. To my surprise, the representative told me that GM Canada did not deal with the United States cases because they were two different companies. I was a little desperate. The happy part. A person I did not know, but who follows my trip on my face book group, contacts me to tell me that he is a service manager in a GM garage in Quebec and that he will try to help me. He managed to put me in touch with the head office of GM Canada where a representative opened a file for me. The kind representative finally called me back to tell me that GM Canada and GM usa did not have the part and that they did not know what to do. That i should wait or find the part myself I asked if we could bring in parts from another GM garage that had it in stock. Answer, I can't call all the garages to find out if they have the parts. General Motor cannot know by computer whether parts are available in one of their garages. My gentleman from Quebec managed to find the parts for me at his garage. I'm contacting the GM representative again. Who says to me it's good. Have the part delivered to the garage. I am a little surprised at the answer and I tell him the garage wants to be paid for the part and who will pay for the transport. So he says ok, I'm going to contact them. Bad luck the garage is closed it will go to January 3 to speak to the manager of the parts of the garage. The GM representative is very nice but seems to be overwhelmed by events. During this time I am in a very ordinary campsite without sanitary facilities we had to be here two days and then we were going to spend the holidays with friends to continue in boondoking and to go to Arizona. In addition, my wife had to take a few days off after an emergency surgery in early December. January 3, 2020 I communicate with the garage in Quebec that has the room. A GM representative called the garage after hours, but never returned the dealer's call the next day. Morale, it just lengthened my time here by minimum 3 days and that's if the piece is not sold by then. Because the concessionaire cannot reserve it. I find this series of events absolutely incredible. It's been more than 3 weeks A GM representative who sends me for a walk or almost An extraordinary mechanic who helps me for free A second GM representative who is very nice but unable to organize a few things And I am still waiting for a solution. Problem caused by waiting 23 days of camping on a site without sewer (We had to be here two days) an American camper kindly agreed to move the trailer to a site with sewer on the 24th day $ 800 of unplanned camping expenses $ 100 of gas to heat the trailer. (He froze here several times) 24 days of lost heat vacancy Uncomfortable situation for my wife who was operated on in emergency in early December. Having to go through the process myself to find a room. Not to mention spending Christmas and New Years celebrations in an unwanted location. I apologize for the quality of my written French Thank you for reading me and Happy New Year
Check for codes anyway. Changed the air filter in it? I assume this is a new symptom? Could be a failing fuel pump. I've had pumps that ran great at lower speeds, but could not produce volume for higher speeds
This post/thread is for educational/informational purposes only. I take no credit for info contained herein. Motor Oil 3 Aniline Points Aniline points are indicators of polarity. They indicate solvency, lubricity and film strength. It is the temperate at which aniline and the test base mixed in equal parts separate. No longer miscible. Aniline points rise with 40 C viscosity. (Source: NIAZ SALIH M.) Values based on viscosities within the motor oil ranges. Aromatic oil, 75% aromatic, 32.2° - 48.9°C (90 – 120 F) Naphthenic oil, 40% aromatic, 65.6° - 76.7°C (150 – 170 F) Paraffinic oil, 15% aromatic, 93.3° - 126.7°C (200 – 260 F) (Source Shell Oil & Chevron Research) Values below based on a viscosity of 2 cSt. Group 1 = 75 C / 167 F (Naphthenic) Group 2 = 90 C / 194 F (Paraffinic) Group 3 = 102 C / 216 F (Paraffinic) Group 3 = 114 C / 237 F (GTL 100% Isoparaffins) Group 4 = 105 C / 221 F (PAO) Group 5 = 20 C / 68 F (Polyol Ester at 5 cSt) Group 5 = 30 C / 86 F (oil soluble PAG) High aniline points in a mineral oil say a base oil has: 1.) Lower solvency 2.) Lower lubricity 3.) Higher film strength Low aniline points in a mineral oil say a base oil has: 1.) Higher solvency 2.) Higher lubricity 3.) Lower film strength 4.) Caution: The use of the terms Higher and Lower are relative not absolute. The do not indicate by what degree of measurement and are only a directional indicator. More or less. It is the blender’s job to create a lubricant that will hold the intended additive package (enough solvency) with enough cushion to prevent drop out and maintain sufficient film strength at the lowest friction (lubricity). Example: (Source Exxon/Mobil) A 20% POE 80% PAO blend produces a sliding friction coefficient of 0.1 in the 2 to 4 cSt range. In comparison the same 2 -4 PAO alone has a sliding coefficient 200 – 230% higher. ASTM D6079 HFFR. Synergies make good lube oils. Every base has some strengths and some weaknesses. Arguing them is pointless. Discussing them is the fruitful act of acquiring knowledge. Knowledge leads to better decisions. Knowledge is only useful if it is accurate. Quoting from Lube Magazine 89 Feb 2009: Talking about lubricity, one refers to the slipperiness of lubricant films separating the rubbing surfaces from each other. As long as the lubricant film is thick and resilient enough to prevent direct asperity-asperity contact, the coefficient of friction tends to be very low. In this case, one talks about the film lubrication regime. However, solvent power alone does not guarantee good lubricity. Lubricity requires that polar and non-polar molecules be present simultaneously. Since metal surfaces are highly polar, polar oil molecules dissolved in nonpolar ambient tend to adsorb to the metal surface, forming a protective surface film. Strength of the film and solvent power are linked to the same cohesion parameters. [End quote] It is the synergy between the PAO and POE that makes this blend shine. In boundary conditions the POE attaches itself to the metal and the PAO molecules become the cream in the Oreo. It is the PAO moving over the POE that creates the exceptional slipperiness (lubricity) and excellent film strength. To duplicate as closely as possible, this ability in a non-polar higher mineral oil group (Group 3) EP additives are required plus friction modifiers. In all practical terms it is synergies that let us have our cake and eat it too.
Keep in mind topics is The official 2019 Merry Christmas/Happy New Year Thread Let's not stray from this. Discussion about new purchases for Christmas is here.
Eaton only advises using added friction modifier to their posi rear end, which the G80 is not. Also their Truetrac does not require any friction modifier
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