-
Recently Browsing 0 members
- No registered users viewing this page.
-
Forum Statistics
250.5k
Total Topics2.7m
Total Posts -
Member Statistics
342,947
Total Members8,960
Most Online
-
Who's Online 4 Members, 0 Anonymous, 825 Guests (See full list)
-
Latest Articles
-
Posts
-
Which has made me wonder with the various engine failures of a few brands in the last few years, is it sub par materials such as lifters etc causing failures, or bearing clearances on the crank etc or perhaps bad designing of an engine physically or causing too much load on the components due to the hp/torque they can push out of them. Or is the oil viscosity and additive package of current oils or a lack of oil flow by an oil pump not able to supply sufficient oil at idle or under high load at low rpm. Or is it every item I listed that combined together has pushed the limits so far to the left that there is hardly a margin of safety left and add in some fuel dilution and too long of an OCI and premature engine failure is the result ?. -
.thumb.JPG.2c573de60d3a3a4407c7d92298db46dd.JPG)
By Grumpy Bear · Posted
He is not saying that an SAE *W20 will have more viscosity than a *W40 due to MORE VII polymers. He is saying that although multiple *W40 may post in the PDS the same or similar 100 C and 150 C viscosities that the blenders choice of modifier TYPE and AMOUNT to get his chosen base to grade will not give identical real world viscosities in shear and at temperature. All will pass the SII test but not all will pass the 100 C HTHS (unpublished value) testing the blender does and relies on to get the required by law "percentage improvement' referenced to his last great work. Tis the problem with the lie. Once told others are required to support it. -
I have a `25, 1500 that auto sets on incline. Never knew that at first. I have the electronic shifter. Just think if it didn`t do that? Unlike a mechanical shift that you can muscle out of park, how would you get this thing out? That would be a problem. What I found out later is, I don`t have to push the button to release. Just put it in gear. Setting parameters? Don`t know if it`s possible. -
By SoCal Angler · Posted
2023 GMC 3500 HD, SLE, 6.6L Gas, 4x4, 6 Spd Options: SLE Convenience Package; Driver Alert Package 1; Spray on Bedliner; X31 Off Road Package; TRAILERING MIRRORS, HEATED POWER -ADJUSTABLE, AUTO DIMMING, WITH TURN INDICATORS WHEELHOUSE LINERS, REAR INC. REAR AXLE - 3.73 RATIO INC. GVWR, 11,350 LBS. (5148 KG) INC. FRONT AND REAR PARK ASSIST, INC. ULTRASONIC I have been launching my new boat and noticed some things related to the parking brake.. I usually set the parking brake (habit) when on flat ground for typical driving. When backed down on the launch ramp to launch the boat and I place gear selector into Park, the parking brake activates automatically. My second nature is to set parking brake manually and noticed I was turing the parking brake off. The parking brake appears to be setting itself automatically. I looked all over my owner's manual and only found references to being on an incline and manually setting parking brake, or at times parking brake will be auto engaged, but nothing specific to my situation. When is the parking brake automatically engaged? Under what specific circumstances? Can the auto set parameters be changed? I like the auto set feature. It would be nice if always engaged when shifted into Park and released when shifted out of Park (like my wifes 2025 RAV4). Thanks! -
By Grumpy Bear · Posted
www.enginelabs.com/news/what-i-learned-today-bearing-clearances-vs-oil-viscosities/ www.enginelabs.com/news/oil-viscosity-can-the-numbers-be-misleading/ The Big Lie… Coming full circle to the reason Lake discusses the Porsche engines in particular. Based on the 2000 samples in the SPEEDiagnostix database, increasing the oil viscosity in these engines, even those run on the track, showed no significant difference in results. The smoking gun was in the oil chemistry. That is where the data shows higher instances of more wear. Molybdenum was the key; the higher the amount, the less the wear. Speed postulates that higher viscosity oils have more thickeners to artificially inflate their viscosity numbers. These thickeners lose viscosity under shear, and the result is that not all oils of the same viscosity have the same shear stability. Having enough viscosity is the most important characteristic, but according to Speed, once that required viscosity level is reached, additive chemistry matters more than additional viscosity. Speed also states, oil pressure problems on the racetrack aren’t a viscosity problem; it’s an oiling system problem. Running a thicker oil is just a band-aid for an underlying oiling system problem.
-
-
GM-Trucks.com Clubs
-
Black Truck Club
Open Club · 613 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
Archived
This topic is now archived and is closed to further replies.