-
Recently Browsing 0 members
- No registered users viewing this page.
-
Forum Statistics
250.4k
Total Topics2.7m
Total Posts -
Member Statistics
342,864
Total Members8,960
Most Online
-
Who's Online 4 Members, 0 Anonymous, 875 Guests (See full list)
-
Latest Articles
-
Posts
-
By fourhorses88 · Posted
I have ordered the car link adapter and registered for the google dev, will need to finish verification process later this evening when I get ahold of our kiddos android tablet. I will be using windows vs mac so hopefully it goes smoothly. I have zero tech background but I feel I can manage this with your write up. Do you think it will be different for me? My truck is a 2023 GMC 1500, I have looked heavily into the AI boxes but I consistently find common complaints with lag. Does carplay auto open now that you have it set up when you get in truck and turn it on? Or do you have to do open the app everytime? -
-
.thumb.JPG.2c573de60d3a3a4407c7d92298db46dd.JPG)
By Grumpy Bear · Posted
It added a cost layer to an already limited production supply. True that. -
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. -
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.
-
-
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 · 157 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