Jump to content

How many trucks DONT vibrate?


Recommended Posts

Posted

I've had sections of interstate that for whatever reason will induce vibrations. I've guessing its due to surface irregularities. Smooth as silk 99% of the time.

  • Replies 200
  • Created
  • Last Reply
Posted

Mine has only 3700 miles on it. I have noticed the vibration once or twice at around 70MPH.

 

Today, 20 min with cruise at 69, nothing. Generally nothing. Same consistent stretch of interstate.

Posted

Well.... My 2015 Denali Crew 6.2L 22" wheels with Bridgestone Dueler A/T's... was NOT a Vibrator... But became one!!!

 

I had approx. 750 miles on it, was on a trip, on the way there all fine, on the way back something changed. It began to vibrate, shimmy, 65mph plus... a 4 hour drive of expressway, cursing under my breath, high blood pressure (i'm sure), misery!

 

 

This is what the dealer found, and did. (it helped, but did not bring me back to where I was in terms of smoothness! Also, damage is apparent on my wheels, edges a bit chewed looking, chips in clear coat of wheels, various scrapes, etc.)

 

 

post-128620-0-13589300-1444838555_thumb.jpeg

post-128620-0-13589300-1444838555_thumb.jpeg

post-128620-0-13589300-1444838555_thumb.jpeg

post-128620-0-13589300-1444838555_thumb.jpeg

Posted

This is some of the damage to my wheels the dealer did on my non vibrator turned vibrator...

 

 

post-128620-0-29926400-1444838990_thumb.png

post-128620-0-29926400-1444838990_thumb.png

post-128620-0-29926400-1444838990_thumb.png

post-128620-0-29926400-1444838990_thumb.png

Posted

Well.... My 2015 Denali Crew 6.2L 22" wheels with Bridgestone Dueler A/T's... was NOT a Vibrator... But became one!!!

 

I had approx. 750 miles on it, was on a trip, on the way there all fine, on the way back something changed. It began to vibrate, shimmy, 65mph plus... a 4 hour drive of expressway, cursing under my breath, high blood pressure (i'm sure), misery!

 

 

This is what the dealer found, and did. (it helped, but did not bring me back to where I was in terms of smoothness! Also, damage is apparent on my wheels, edges a bit chewed looking, chips in clear coat of wheels, various scrapes, etc.)

 

 

8 on the scope is noticeable. Just brutal what's with these trucks. This isn't the only forum that has a section on this.

Posted

2015 SLT-2 Z71 Crew Cab 5.3L ...no vibration at any speed...3900 miles

  • 2 weeks later...
Posted

2014 (January 2014 built) Sierra SLT Crew Cab - Does NOT vibrate.

 

Note: I've only owned it for a week but I've put about 400 miles on it since brining it home from the dealership and haven't noticed anything then or during the test drive. I've driven at 75+ on the toll road and 71-72mph on my daily commute to work. Truck has about 17,500 miles and Goodyear Wrangler SRA tires.

Archived

This topic is now archived and is closed to further replies.

  • Recently Browsing   0 members

    • No registered users viewing this page.
  • Forum Statistics

    250.4k
    Total Topics
    2.7m
    Total Posts
  • Member Statistics

    342,863
    Total Members
    8,960
    Most Online
    Bulldogger
    Newest Member
    Bulldogger
    Joined
  • Who's Online   3 Members, 1 Anonymous, 728 Guests (See full list)

  • Latest Articles

  • Posts

    • I figured you would know about it.
    • It added a cost layer to an already limited production supply. True that. 
    • Swap costs and supply/demand balance. When a barrel comes out of the ground the entire range of products are present but not all at the same percentage.    Breakdown of Refined Products The following table summarizes the approximate output from a standard 42-gallon barrel of crude oil: Product Type Gallons per Barrel Percentage of Total Gasoline 20 gallons 45% Diesel Fuel 9 gallons 21% Other Products 13 gallons 31%   Most of that diesel figure is 'straight run' or cut from the barrel. Gasoline 'cut from the barrel runs 0 to 20% at the crude. So in the crude unit there is more diesel the gasoline, usually.  The full refining experience however gives the tabled values. Ego there is half the diesel than gasoline after the 'first crack' That could be an FCC unit, or Isomax or....   Those units take heavy products and break the big ones into little ones. Those numbers are harder to get hold of but directionally it ends up the same.    Really light products are very profitable. Ethylene and Propylene to name two. Those are cracked from slightly heavier feeds like NG and Propane and Ethane. The cracker harshness determines the feed for distillation. Those feeds come from less profitable products like diesel and gasoline.    So...there is a swap cost. How much market is there TODAY and what crude am I running TODAY..... what is my process capable of always.    There is this as well. The USA uses allot more gasoline than it does diesel so in the cracker the process is tilted to gasoline production which....limits supply of diesel. OTR uses the most and it has different requirements than automotive and agricultural.  Limiting auto products.    You are correct however. It is less refined, just less of it. Allot less. 
    • Most thermostatically controlled ATF systems use a 'wax' pill just like the one in your water thermostat. They work on the expansion volume of the wax and the pill is constructed in such a way as to limit the travel to remain within that range. This means it has an opening temperature often called the 'cracking temperature' and a fully open temperature. For whatever reason oil is designated by it's fully open temperature and water by it's cracking temperature.    Between the two it the "Regulating Temperature" The entire range is about 20 F from closed to open. In your example the lower limit, opening point of 145 F then has a fully open temp of 165 F and a throttling temperature of 155 F.    Thing is, the throttling temperature needs two things to work properly. Enough system load high enough to reach the minimum and a heat sink (cooler/exchanger) large enough to prevent any load applied from exceeding the fully open temperature.    If your system exceeds the fully open temperature it is screaming MORE COOLER.    Here is the silly part of the whole thermostat system where the oil is cooled/heated by the radiator. Nothing is flowing to that system until the oil temperature reaches the cracking temperature unless it is equipped with a minimum flow bypass orifice or a bypass built into the seating surface of the plunger. That system meant to get it up to temp quicker isn't doing a thing until WORK drives if from ambient to cracking temp. One a cold winter day, like zero F, it may never get hotter than about 110 F. Sometimes not even that.    People forget or are young enough to not know that until this millennia transmissions were cooled by the radiator cold tank alone and without a thermostat at all.  In the 50's they weren't even cooled. OEMs learn everything the hard way.    When an OEM tells you the trans "Works best" between 175 F and 220 F it means works best for THEM. The transmission thermostat is fuel play. If you watch you trans temps like I do you will learn that it may take a hundred miles if you are not towing and not driving more than say 55-60 mph on a zero F day to even reach 120 F and it might sit there all day if it's colder. Yet if functions perfectly over about 100 F. It may need to get a bit warmer for the fuel and spark maps to go without an multiplier.    Worry more about too hot. Use a cooler large enough to put that thermostat in range.         
    • Around 2008 if memory serves they took sulfur out. That was when diesel went up. 
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...