-
Recently Browsing 0 members
- No registered users viewing this page.
-
Forum Statistics
250.5k
Total Topics2.7m
Total Posts -
Member Statistics
342,898
Total Members8,960
Most Online
-
Who's Online 15 Members, 0 Anonymous, 517 Guests (See full list)
-
Latest Articles
-
Posts
-
It definitely seems quite evident that emissions and fuel economy targets rule above the best case scenario of what the engines best health and life could be otherwise. Items like DI and turbo DI engines with their LSPI issues as well as cats being reduced in life if the proper levels of certain additives were allowed to be utilized and so something has to be compromised and as you point out that is the engine protection from sludge, acid and wear which isn't in the manufactures best interest regardless to worry about in this race to profits from higher sales and so if the engines wear out sooner the next sale is closer at hand. I am hearing that its likely the two new 2027 GM half ton truck engines will call for a 0W-30 oil, now if that is an existing oil I would have to think so but we will see in the coming months. Sadly as you've pointed out to me, over the last number of years the push has been on to reduce the actual operating temperature viscosity within each designated viscosity grade so that 11.5 to 12 range for a 30 weight for example is more in that just above 10 range at 100c along with that temporary viscosity sheer dropping it even further down as per that "energy conserving" designation, not to mention how some oils are not as sheer stable as would be ideal and that mixed with a long OCI paints a picture with a little too much glitter shall we say !. All that and the warranty gods scaring the vehicle owner into sticking with that watery wine or risk loosing their warranty coverage if they go and use an oil that is of a higher viscosity even if it meets the emissions and LSPI requirements and would never damage the engine but may very well allow for an engines longer life depending on engine use scenarios ... high ambient temps, towing etc that push oils to their limits. -
Very true. However. GM did give those trucks with the single speed case Terrain Mode. Terrain Mode mimics 4LO minus the gear reduction and torque capability. It uses the ABS/braking system to perform the operation. It also gives these one pedal driving (sort of) when in Terrain Mode via the active brake during throttle lift. Does it have its limitations over a true 2 speed case? Sure. But it works. -
Of course actually engaging four wheel drive is step one or even daring to use a ramp like that with a two wheel drive and getting into a mess because of it. As to 4 low, these last few years if its a GM half ton it may not even have low range. A lot of the newer pickups have a lot lower first gear in an automatic transmission then they once did as it was common at one time for a gas engine truck or even the older diesels to just sit there and bog the engine due to the torque converter stall point and not enough torque was generated on reasonable traction to even spin a tire or get out of its own way up a steep grade and 4 low HAD to be used to get enough power to four tires to get them turning. These days traction control systems may hinder a vehicle in a situation like that although that means a tire or tires are spinning so in some ways the traction control can reduce wild spinning and anyone can correct me on that but I think some vehicles cut traction control off in low range ?. By the sounds of it and you may have the proper equipment but if your responsible for helping vehicles out if they are not able to get out under their own power, I would say to be using a nylon tow rope or have one available so that one is able to give a bit of a run to help sling shot them some initial momentum as most tow straps are made out of polypropylene and impart way too much shock load if used to jerk a stuck vehicle into motion but are totally fine to use if going more from almost a dead pull with the tow vehicle and they are a lot less expensive to replace if damaged. That and some soft shackles to hook onto closed loop tow hooks on the truck your pulling as well as you having the proper shackle insert in your truck so there are no bad accidents with metal clevises joining things together or chain on the end of a tow rope or tow balls being hooked onto etc flying and causing damage or worse if it lets go. Its always a challenge pulling people because some are clueless and will over run the tow rope or strap and drive over it or that risk of ramming into the back of the tow vehicle so usually a few instructions are needed to clue in the driver of the stuck truck. Yeah ... have fun out there 😉
-
.thumb.JPG.2c573de60d3a3a4407c7d92298db46dd.JPG)
By Grumpy Bear · Posted
In their own words: https://blog.amsoil.com/how-engine-sludge-forms-and-how-to-prevent-it-2/ [Quote] Synthetic Oil Helps Prevent Sludge Fortunately, sludge and varnish deposits are something that can be controlled. Using thermally stable synthetic base oils reduces the rate of degradation (oxidation). Antioxidant additives further help reduce the rate of degradation. One of the most widely used is zinc dithiophosphate. Not only is it an excellent oxidation inhibitor, but it is also an outstanding anti-wear additive. High-Quality Additives Fight Sludge Fortunately, it is possible to address many of the issues that occur after the initial oxidation stage. Additives, such as detergents and dispersants, help promote the suspension of contaminants within the oil and keep them from agglomerating. Detergents, which are also alkaline in nature, assist in neutralizing acids generated in the sludge-building process. Antioxidant, dispersant and detergent additives are consumed during use. To achieve maximum life expectancy, use a motor oil with high concentrations of antioxidant, dispersant and detergent additives. [End Quote] So quality base oil and then the last sentence above. TBN and ZDP levels matter. The one thing not covered was sufficient viscosity. Sad. And yet we now have since API SN lower amount of them all with the only real change being a slight up tick in base oil selection. Along with lower concentrations of everything that makes oil work and lower and lower viscosity there is still an insistence on longer OCI's. How low does the peanut butter and jelly level have to get before we say it's just white bread folded? The new smoke and mirror treatment is the 'additives are INVISIBLE' to UOA testing with a health dose of TRUST ME. I'm not picking on AMSOIL. This is coming from all of them. Every last one of them that abandon the low wear model in favor of the high mpg/EPA compliance model. -
First off use it in the way you’re more comfortable. In working in off road situations most of my life I used 4WD low range very little. In most cases when equipped I used auto 4WD. If I wanted maximum control going up and down very steep terrain I used low range. Especially if I was driving a diesel. Same with very rutted terrain. In very muddy or snowy conditions I wanted momentum so high range worked well for that. With gravel ramps with limited traction I would try high range first. I would want smooth even increasing speed if I was fighting traction. Low range could give you too much to the wheels breaking traction trying to move.
-
-
GM-Trucks.com Clubs
-
Black Truck Club
Open Club · 612 members
-
White Truck Club
Open Club · 380 members
-
Canadian Owners Club
Open Club · 282 members
-
Red Truck Club
Open Club · 158 members
-
diesel 3.0
Open Club · 281 members
-
Texas Owner's Group
Open Club · 371 members
-
NorthSky Blue Club
Open Club · 118 members
-
Midwest Owner's Group
Open Club · 213 members
-
2015 Custom Sport Club
Open Club · 5 members
-
GM Snow Plowing Club HD
Closed Club · 14 members
-
-
Popular Contributors
-
Recommended Posts
Create an account or sign in to comment
You need to be a member in order to leave a comment
Create an account
Sign up for a new account in our community. It's easy!
Register a new accountSign in
Already have an account? Sign in here.
Sign In Now