Jump to content

New 6.2/ 8 speed. Stage 1-2 shift.

m3n00b

By m3n00b
in Engines & Drivetrain

Recommended Posts

m3n00b Enthusiast

m3n00b

Posted
Posted

So yesterday morning I started my truck up cold, had 490 miles on it. Pulled out of the driveway slowly and the trans shifted from 1 to 2 so slowly that it allowed the revs to climb 2-3k higher in neutral causing a jolt when it finally made it into 2nd gear.

 

Anyone else have this happen?

 

-tapa

m3n00b Enthusiast

m3n00b

Posted
  • Author
Posted

Yep sounds like a flair shift. Mine does it when it is cold

Never experienced this on any of my other autos. Is it something to be concerned about?

 

-tapa

emeryz28 Enthusiast

emeryz28

Posted
Posted

If I remember that 8 speed transmission isn't supposed to fully be out of "learn mode" until around 1000 miles. Mine shifts much better now that I am at 1500 miles than it did when I first got the truck, although I never had the flare shift. I do live in a warm climate so that might be part of it

Willshire Enthusiast

Willshire

Posted
Posted

I can't imagine an eight speed with dual exhaust. bahhhhhh!, Bahhhh!, bahhh!, bahhh! bahhhhhh!, Bahhhh!, bahhh!, bahhh! LMAO

m3n00b Enthusiast

m3n00b

Posted
  • Author
Posted

If I remember that 8 speed transmission isn't supposed to fully be out of "learn mode" until around 1000 miles. Mine shifts much better now that I am at 1500 miles than it did when I first got the truck, although I never had the flare shift. I do live in a warm climate so that might be part of it

Thanks for the info. Been driving around in M7 in town. I'm in socal and it's been 90 here so cold isn't the issue.

 

-tapa

Silver ice 6.2 Senior Enthusiast

Silver ice 6.2

Posted
Posted

I can't imagine an eight speed with dual exhaust. bahhhhhh!, Bahhhh!, bahhh!, bahhh! bahhhhhh!, Bahhhh!, bahhh!, bahhh! LMAO

Who makes a lamb muffler?

Badass69 Senior Enthusiast

Badass69

Posted
Posted

My first shift from a cold start is always a slow soft one that would probably flare if I were on the throttle. It hasn't changed one bit in 15000 miles so I don't really care. Same for the delay from park.... it annoys me but again... not enough to care. The trans clunks the odd the time but otherwise shifts really good so I don't want anyone playing with it.

Archived

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

Go to topic listing

  • Recently Browsing   0 members

    • No registered users viewing this page.

  • Forum Statistics

    250.4k
    Total Topics
    2.7m
    Total Posts

  • Member Statistics

    342,864
    Total Members
    8,960
    Most Online
    fourhorses88
    Newest Member
    fourhorses88
    Joined

  • Who's Online   4 Members, 0 Anonymous, 875 Guests (See full list)

  • Latest Articles

  • Posts

    • KARNUT
      Gas Prices

      By KARNUT · Posted

      I figured you would know about it.
    • Grumpy Bear
      Gas Prices

      By Grumpy Bear · Posted

      It added a cost layer to an already limited production supply. True that. 
    • Grumpy Bear
      Gas Prices

      By Grumpy Bear · Posted

      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. 
    • Grumpy Bear
      Transmission Temperature Hitting 220s

      By Grumpy Bear · Posted

      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.         
    • KARNUT
      Gas Prices

      By KARNUT · Posted

      Around 2008 if memory serves they took sulfur out. That was when diesel went up. 

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...