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V4 mode

Gagliano7

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aseibel Senior Enthusiast

aseibel

Posted
Posted
22 hours ago, Gagliano7 said:

And where i live with no flat roads anywhere V4 mode actually gets worse mpg in my truck.

I don't know how that could be possible if it is working correctly. You should be in v4 on the way down every hill then.

 

I also pay attention to my truck, but yet the V4 mode does not create any problems with shifting. It is absolutely seamless. So if you are not exaggerating about your ride, then there must be something wrong with it that should be repaired. (as others have said - use your warranty)

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SS502 Senior Enthusiast

SS502

Posted
Posted

I have gone through two tanks of gas using the RANGE (well GF is driving the truck right now, I'm still in the Accord for medical reasons) and am getting slightly and I do mean slightly better mileage with the Range. I attribute this to my using L7 (without the Range) and not using 8th gear, now we are utilizing all 8 gears. What's this all mean? I believe the V4 DOES save fuel albeit not a lot but the equivalent of having an extra gear available.

Sierra Dan Senior Enthusiast

Sierra Dan

Posted
Posted

I cannot wait for winter to be over, as I run E85 exclusively in the summer and fall.

My 5.3 and 6 speed loves the V8. The truck is a whole different animal performance and transmission shift wise.

V8 to V4 and back transitions are smooth as butter.

I have not doubt that AFM has some effect on poor transmission operation from time to time.

Some days mine is great, others sound like someone is under the truck smacking on things with a hammer.

Overall though, the system suits my needs and it is what I have come to expect as a loyal GM owner for years.

Grumpy Bear Senior Enthusiast

Grumpy Bear

Posted
Posted

What's a fella to do with a thread like this? :rolleyes:

 

I'm counted as one of the number of 6L80E owners who runs and loves AFM. Over 85K miles and have never had a harsh shift, up or down. Mistimed shift. Not a clunk one. Never get a 'chopper' sound out of her. Seems to anticipate the need for the absolute correct gear in any mode. D, M5, Tow/Haul, grade decent on or off. 110 F or -35F, it just works and both the transmission and the AFM are absolutely invisible. Part of the reason for installing the Scan Gauge II was to see if the AFM was even working and to let me know what gear I was in.

 

That said there are a fair number who count themselves in the other camp who have all manor of issues. That should tell you something right there and yet this lesson gets lost on almost everyone who has a problem. Why it that? Seriously, why is that?

 

This set up is capable of flawless operation. IF yours is not, get the **** thing fixed!  

 

 

SS502 Senior Enthusiast

SS502

Posted
Posted
2 hours ago, SS502 said:

I have gone through two tanks of gas using the RANGE (well GF is driving the truck right now, I'm still in the Accord for medical reasons) and am getting slightly and I do mean slightly better mileage with the Range. I attribute this to my using L7 (without the Range) and not using 8th gear, now we are utilizing all 8 gears. What's this all mean? I believe the V4 DOES save fuel albeit not a lot but the equivalent of having an extra gear available.

That was probably as clear as mud...All I am saying is with all things equal, driving in L7 without AFM using 7 gears and (just for arguments sake) I was getting 17.4 MPG in mixed driving. Now (with Range) I am still driving with no AFM and only getting 17.5 MPG in mixed driving BUT I am using a whole additional gear; 8th. It is no stretch of the imagination that if I had been using 8th gear and AFM my mileage would be higher than both of my real world readings. I would guess 19 or higher. I apologize for being as confusing as someone on here that continues to make me scratch my head. AFM works as proven by those who use it and the only reason I chose not to is lifter concerns...even though that may not be warranted.

Brad....... Enthusiast

Brad.......

Posted
Posted

Mine stays in V4 too long. I can feel it struggling before it goes back to V8. I can keep the hesitating/struggling feeling if I'm precise with the gas pedal. It seems to go back and forth seamlessly. Just waits too long before upping back to V8 on mine.  It's a 2015 6 speed 5.3.

Grumpy Bear Senior Enthusiast

Grumpy Bear

Posted
Posted
2 minutes ago, Brad....... said:

Mine stays in V4 too long. I can feel it struggling before it goes back to V8. I can keep the hesitating/struggling feeling if I'm precise with the gas pedal. It seems to go back and forth seamlessly. Just waits too long before upping back to V8 on mine. 

Struggling? And your good at forcing it to do so? :rolleyes: NEXT! 

KARNUT Senior Enthusiast

KARNUT

Posted
Posted
Struggling? And your good at forcing it to do so? :rolleyes: NEXT! 

Grumpy, old buddy old pal if it last for anyone it will for you. I like you loved the old transmissions. I also like the old natural V6s and V8s. You would be the perfect candidate for the range device to see what cylinder deactivation gains in gas mileage.


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SS502 Senior Enthusiast

SS502

Posted
Posted
1 hour ago, KARNUT said:


Grumpy, old buddy old pal if it last for anyone it will for you. I like you loved the old transmissions. I also like the old natural V6s and V8s. You would be the perfect candidate for the range device to see what cylinder deactivation gains in gas mileage.


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:D everybody knows the Range will most certainly give you better gas mileage...the trick is how you set it. All you have to do is set it...on the shelf. AFM is great at what it does, my only issue with it is the occasional AFM lifter failures. My 2008 Avalanche had 186XXX miles with no engine related problems at all. That 5.3 also didn’t suffer from well documented oil consumption problems, I got lucky. 

KARNUT Senior Enthusiast

KARNUT

Posted
Posted
[emoji3] everybody knows the Range will most certainly give you better gas mileage...the trick is how you set it. All you have to do is set it...on the shelf. AFM is great at what it does, my only issue with it is the occasional AFM lifter failures. My 2008 Avalanche had 186XXX miles with no engine related problems at all. That 5.3 also didn’t suffer from well documented oil consumption problems, I got lucky. 

I test the V4 repeatedly on my 14. In the south with higher speed limits I didn’t see gains when I turned my V4 on. I made regular trips from Texas to South Carolina. And some to Florida. I would regularly test the cylinder deactivation. At 72 MPH it wasn’t on that much, mostly down hill. Even if I gain as much as two miles per gallon it isn’t worth the additional hardware in my opinion.


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SS502 Senior Enthusiast

SS502

Posted
Posted
11 minutes ago, KARNUT said:


I test the V4 repeatedly on my 14. In the south with higher speed limits I didn’t see gains when I turned my V4 on. I made regular trips from Texas to South Carolina. And some to Florida. I would regularly test the cylinder deactivation. At 72 MPH it wasn’t on that much, mostly down hill. Even if I gain as much as two miles per gallon it isn’t worth the additional hardware in my opinion.


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Oh I agree! That’s why I’m not using it, my hopes are that without the cycling of the AFM valves the pin will just stay in one position and not even have the chance to fail. I’ve run L7 almost exclusively since new and just went to the Range and now have all 8 gears!

Grumpy Bear Senior Enthusiast

Grumpy Bear

Posted
Posted
2 hours ago, SS502 said:

Oh I agree! That’s why I’m not using it, my hopes are that without the cycling of the AFM valves the pin will just stay in one position and not even have the chance to fail. I’ve run L7 almost exclusively since new and just went to the Range and now have all 8 gears!

You do know that the oil pressure at the lifter has to drop below 19-22 psi at the time of an AFM switch to 'bang' a lifter, right? They don't seize from use. They don't wear out any quicker than any other lubricated mechanical part of the motor. They get 'damaged' by low oil pressures effect on the timing of the switching event. Something has to be wrong with the oiling system for that to happen. Your weren't 'lucky' before. You received the reward of the great maintenance you lavish on your rides. 

 

I'm not trying to change your mind. I'd just like to be sure your aware of how this failure happens. If so play brother, play.

4 hours ago, KARNUT said:


Grumpy, old buddy old pal if it last for anyone it will for you. I like you loved the old transmissions. I also like the old natural V6s and V8s. You would be the perfect candidate for the range device to see what cylinder deactivation gains in gas mileage.
 

You offering to buy me one? :P 

 

Oh I'm a big fan of old iron. A well built C6 feeding a nodular 9" could handle near anything you could throw at it. Done a few kits and converters in those and loved them to death. Tuning was easy. A spring here and tweak of the modulator there....magic. But I also like Ford FE big blocks, points, condensers and carburetors named Holley.  

 

I have to say that I am impressed with computer engine management. They are getting power levels per cubic inch with this system on pump 87 you really had to work for in 1970 on SONOCO 260. Back then motors that made over 1.25 + horse per cube were a handful day to day. Remember? I know you do. Now they are tame as kittens with a belly full of warm milk....till ya hit the load pedal.

 

Transmissions however? Different story. While mine works sweetly it does not inspire the way governor/vacuum control did.  Thing is, I can imagine my 64 Malibu SS 283 backed by a 6L80E instead of its Powerglide pushing a 5:13 gear instead of the 3.23. :rolleyes:  

CKNSLS Enthusiast

CKNSLS

Posted
Posted

I had a 2012 GMC Sierra-the V8 to V4 was hardly detectable. I traded it in on a 2018 and the transition is seamless.

SS502 Senior Enthusiast

SS502

Posted
Posted
2 hours ago, Grumpy Bear said:

You do know that the oil pressure at the lifter has to drop below 19-22 psi at the time of an AFM switch to 'bang' a lifter, right? They don't seize from use. They don't wear out any quicker than any other lubricated mechanical part of the motor. They get 'damaged' by low oil pressures effect on the timing of the switching event. Something has to be wrong with the oiling system for that to happen. Your weren't 'lucky' before. You received the reward of the great maintenance you lavish on your rides. 

 

I'm not trying to change your mind. I'd just like to be sure your aware of how this failure happens. If so play brother, play.

You offering to buy me one? :P 

 

Oh I'm a big fan of old iron. A well built C6 feeding a nodular 9" could handle near anything you could throw at it. Done a few kits and converters in those and loved them to death. Tuning was easy. A spring here and tweak of the modulator there....magic. But I also like Ford FE big blocks, points, condensers and carburetors named Holley.  

 

I have to say that I am impressed with computer engine management. They are getting power levels per cubic inch with this system on pump 87 you really had to work for in 1970 on SONOCO 260. Back then motors that made over 1.25 + horse per cube were a handful day to day. Remember? I know you do. Now they are tame as kittens with a belly full of warm milk....till ya hit the load pedal.

 

Transmissions however? Different story. While mine works sweetly it does not inspire the way governor/vacuum control did.  Thing is, I can imagine my 64 Malibu SS 283 backed by a 6L80E instead of its Powerglide pushing a 5:13 gear instead of the 3.23. :rolleyes:  

Yes Sir, I am aware of the system. I just don’t articulate as well as I should. I guess my whole point is, is that when certain parameters occur there is a reaction that takes place and it causes the AFM lifter to morph between two different animals. One animal has both the inner and outer parts of the lifter working as one like a happily married couple, the other only wants a “friends with benefits” relationship ? Either way there are more moving parts than the standard lifter. Like you said, proper maintenance is the most important factor in the system working to its finest potential. Oil changes with the correct, good quality oil is paramount to its success. I do my very best to live by those standards of good maintenance practices. However, after more than two decades of aircraft maintenance under my no longer needed belt, I’ve seen simple parts failures for no apparent reason. When all related systems are operating properly it usually was determined (through sending the failed part through analysis) to be a material defect. Sometimes the failure was never diagnosed and we chalked it up to the dreaded unknown. Now back to my point of preference for not using AFM...more moving parts than I like :thumbs: I say let’s play!

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