Jump to content

Recommended Posts

Hey guys. New here and wanted to ask you a question. 

 

Its cold here in midwest. This morning I went to start the truck and shift into drive, I was little rough on the shifter. Pulled the shifter too hard and it went crunch, and it fell still dangling on the rubber boot still in park.  What am I up against here? I know the shifter is a solid steel that goes into column. 

Edited by Allison

Share this post


Link to post
Share on other sites

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 account

Sign in

Already have an account? Sign in here.

Sign In Now


  • Similar Content

    • By Armo325
      I was going to post this as a follow-up in the 4.10 gear thread about re-calibrating the speedometer but it seemed like a bridge too far in terms of a thread jack so I thought I'd start a new thread.  I suspect I'm going to cover ground that has already been covered in a few threads so I apologize but hopefully this helps someone.  Also, if you don't want to waste your time with my nerd-ery throughout, just go to the last two paragraphs.
       
      Re-gearing for different tire sizes is a topic that I have followed for some time with keen interest.  For one, I have a lifted truck with 35-inch tires (more on that later) still on the stock gears and am eagerly awaiting the moment I have enough cash to re-gear it.  I hope to do so in the next couple months.  Second, this topic is interesting to me because it seems to be loaded with opinions about the correct gear to choose, which is surprising since gear ratios and their effects are a known quantity.  Full disclosure: I have never worked in the auto industry and I am NOT a certified auto technician.  I do have a BS in Aerospace Engineering (I am NOT a practicing engineer) and a fair amount of technical experience so I consider myself at least partially qualified to discuss technical topics in general terms.  As always, there are definitely people that frequent these forums that know more than I do.  If you fit that description, please chime in and correct my errors.  Pointing out that I'm wrong won't hurt my feelings.  I will feel bad, however, if someone spends a bunch of money or makes a poor decision based on my bad information.
       
      Everyone has different desires for their truck's performance so I always cringe when I see a new thread with the topic "What gear ratio should choose?"  The only thing that makes me cringe more is when someone posts in that same thread "You should get 4.56.  That's what I did and I love it.  You'll be happy."  That's great but it's also totally useless feedback in my opinion.  Without any explanation for the reasoning behind the decision and likely with no knowledge on what will make someone else happy that's a pretty big leap.  I find myself frustrated when someone's emotions drive their recommendation for a specific gear ratio based on how they feel when they drive their own truck.  I don't know anyone on this forum personally.  I respect all of you for our common love for our own trucks but I will always be skeptical when a relative stranger gives me a recommendation based on their "feelings."
       
      On to my specific example: my own 2017 Silverado 1500 LT Z71.  I bought the truck from the dealer with a 6" lift, 20-inch wheels and 35-inch tires already installed.  I love my truck.  What I didn't do, largely due to a lack of experience and research was get new gears installed right away.  I wish I had.  I plan to do so soon so the natural question is "What gear ratio should I get?"  I don't tow much.  When I do, it isn't especially heavy.  I bought a 1500 for that reason.  I love the bigger, stronger trucks but at this point in my life I just don't need one.  So if you're like me and have 35-inch tires and the GM stock 3.42 differential gear (6-speed transmission), the determination on the new gear ratio now depends on what I want to do with the truck.  In my case, I want to get back to stock performance/drive-ability, or as close as possible.  To figure out how to do that, there is no opinion needed.  It's a question of geometry and its associated math.
       
      If you Google the phrase "gear ratio tire size" you will be inundated with calculators that will tell you what you need.  I picked the first two that popped up.  One said my current effective gear ratio is 3.17 and I need to be a 3.98 to get back to stock.  The other said my numbers were slightly different but not by much.  The difference is likely because one calculator used a simple "tire diameter" figure and the other used actual tire sizes.  With that info alone, I will round to the next lower ratio (numerically higher) and go with 4.10 gears.
       
      The common response to this line of reasoning that I see is "But, dude, what about the rolling mass of the new, bigger tires?!?"  Great point.  First off, I'm a nerd so what we should probably be referring to is "angular momentum" which is what is probably meant when people say "rolling mass."  Every wheel/tire out there is rolling mass but it's the angular momentum of that wheel and tire that we're concerned about.  Specifically accelerating when we're talking gears.  First, a few relevant formulas:
       
      L=I*ω
      "L" is Angular Momentum
      "I" is moment of inertia
      "ω" is angular speed, aka how fast the thing is spinning
       
      I=r^2*m
      "r" is radius
      "m" is mass
       
      The second formula just states the obvious - a bigger/heavier wheel has a bigger moment of inertia than a smaller one.  What might be less obvious is the impact each variable has.  Moment of inertia increases linearly with an increase in mass but exponentially with an increase in radius.  To make it relevant, if my 35s and your 37s, including wheels, are the same total weight you have a much bigger angular momentum problem to deal with than I do.
       
      You can see from this point already that accounting for angular momentum is difficult because it's based on speed.  Turning your new big, heavy wheel/tire combo gets harder as you go faster so it's very difficult to account for that stress on your drive train since it changes as you accelerate.  I would submit the bigger discussion here is the need for better brakes but that's a different topic.
       
      I haven't been able to find a good calculator to account for angular momentum differences with wheel/tire combos and haven't been willing to really dig down to generate an answer.  Part of that is because of the speed variability.  Another part is because I had had a surprisingly difficult time finding the actual weight of OEM wheels and tires.  Finally, I'm not sure the difference in angular momentum makes a huge impact on the overall stress on the drive train.  While The additional weight/radius of the tires is relevant, I don't know how much it matters when those wheels are still sitting under a truck that weighs over 5,000 lbs.  This point is a bit speculative on my part and my instinct could be way off how in how much angular momentum affects the overall drive train forces.  Real engineers, feel free to chime in here if I'm way off base.
       
      With all of that in mind, my conclusion is that changing gear ratios for new wheels and tires is hugely important because it allows you to match your differential ratio back to your transmission.  The "system of systems" inside the truck were designed for a specific reason and matching your gear ratio to your new tires will get you back in that "sweet spot" the GM engineers found when they designed the truck.  Using the online calculators to determine your new gear ratio based purely on the new radius or your tires is likely enough to answer the mail.  Based on those calculators, I need to go to 4.10 to get back to stock.  The guys that jump up and down saying 4.56 is the answer because they "like it" are potentially introducing new engineering problems in their truck by forcing all of the rotating internals to spin at a higher speed than originally intended for long periods of time.  I'm not saying there aren't reasons to go to 4.56 but I would argue that gearing too low can be as risky as gearing too high if your goal is to have a safe, drive-able truck that lasts a long time.
       
      Again, I hope this is helpful and I welcome any feedback anyone has to make this info more useful.
    • By Carversonline
      Hello,
      I got a question about re gearing from 3.42 to 4.11. is it necessary to get the tune/ speedometer  calibrated ?
      My truck 2018 Z71 5.3 6speed 3.42 gears. I got a 8" lift with 35 /12.5/20. The actual tire measures 34.5 x 13.25.
      I don't want to void the factory warranty by plugging in a tuner if possible but I would hate to cause more damage by not tuning also.
      Thanks
       

    • By ThomCannell

      Thom Cannell
      Contributor, GM-Trucks.com
      March 7th, 2019
       
      Heavy Duty trucks mirror the contest for market domination in light duty trucks.  This year both GM and Ford announced significant upgrades to the engines powering their all new 2500 and 3500 HD trucks as each company upgraded their diesel engine, and delivered new gas engines.
       
      At GM, the launch event centered on Chevrolet, who brought in truck writers from every segment—popular to fleet management—to Flint, Michigan’s Flint Truck Plant. Flint is the original home of General Motors trucks and the spiritual and historical home of the UAW. So, Flint Truck Plant is receiving an all-new facility constructed and designed for just HD trucks, with the former truck assembly areas destined for warehousing and future projects.
       
      New L8T 6.6-Liter Gas Engine
      We first spoke to Mike Kociba, a GM engineer and part of the Small Block team to learn about the new 6.6-liter V-8 engine we'd been anticipating.

      Mike told us the new motor “is a marriage of the six-liter it replaces and an upgrade in technology levels to Gen 5 architecture.” A careful look will disclose similarities in key areas where GM has maximized their experience with the six-liter’s durability and improvements in performance levels derived from Gen 5 architecture.  “Specifically, new here is the gray cast-iron block which is unique for this application, hyper-eutectic purpose-built pistons for this application and heavy-duty requirements, forged powdered-metal connecting rods, and a forged steel crankshaft,” Mike continued.

      The most significant change is the addition of Direct Injection. It’s all new, an industry first for the heavy-duty market and new to GM trucks. “When we added DI, we took the roughly 400 KPa fuel pressure from the low-pressure pump and dialed it up to roughly about 15 mPa for engine operation under key conditions,” Mike continued. “That allows us to increase compression ratio, now 10.8:1 using regular fuel. Without DI you're not going to hit those numbers without  losing a lot of spark efficiency. With those additions, and the six millimeter longer stroke, that gets us up to 6.6-liters.”


      “That suite of changes allows us to hit class-leading gasoline engine torque, at 464 foot-pounds at a lower engine speed than the outgoing six-liter was optimized for. I'm proud of its 401 horsepower, which is SAE Certified, no games, legitimate.  This (engine) is purpose-built to crank out those numbers day, after day, after day with no compromise in durability. Customers can have confidence they're going to pull, tow whatever trailer you need.”
       

      There are other new features like an all-new water pump and a massive cooling fan to meet the demands of the HD customer base. New is how the water pump drives the fan through a one-inch shaft using purpose-built bearings to handle loads.  
       

      Another first for HD is a variable-output oil pump. “No mater what the severe operating condition is for the customer, the pump is capable of dialing in more, or less oil pressure regardless the requirement. 
       

      The engine features an aluminum oil pan, nylon 6-6 air intake, and stainless steel exhaust manifolds unique for the Heavy Duty market. That’s because HD market has specific requirements for (fuel) enrichment and these stainless manifolds will meet those requirements. “We have variable dual-equal valve actuation, like on light duty, where intake and exhaust are phased together and controlled through the actuator on the front cover. It's chain driven for accessories.” GM designed this engine specifically for upcoming standards for particulates and NOx emissions standards. “With this architecture we're not just making power and torque, but improved emissions and improved efficiency.” Mike continued.



      We noted the massive valves, which Mike said are common with Gen 5 architecture for valve layout and their pushrod technology. “That's how we get this compact shape. When you compare the size of the two engines, they're similar, which is due to the common 4.4-inch bore spacing.”
       
      A unique feature of the new engine is inter-bore cooling. Coolant flows between the Siamesed bores, notably in the upper bores where there’s a tendency to generate higher temperatures. 
       
      “For two-valve technology of course you've got the spark plug, and the fuel injector, splayed outside. To avoid heat, we have the coil mounted directly on the rocker cover and the boot mounted next to the manifold with industry-standard individual coils for each cylinder.”


      This is great stuff, we though, but engine development isn’t cheap. So, why a new 6.6-liter when the 6-liter was doing well? 
       
      “We needed to improve to Gen 5 level of technology to be sure (the engine) is capable of delivering on durability requirements. Customers love the convenience of gas, but if you look at the market—for instance trailers with more gadgets and slide-outs—everything is getting heavier. Customers want to be sure they can tow with confidence, no compromises, whether it's fuel economy, power, torque, emissions, efficiency, they don't want to pull up to their neighbor and have to make excuses.



      That's what we targeted. No compromises. With the significant technology we put into this engine, it makes segment-leading torque without compromising efficiency or emissions.  Peak torque is at 4,000 rpm, 400 rpm lower than the 6.0-liter. Three things enable the new 6.6-liter's better power output. Direct injection (DI) allows us a higher compression ratio; longer stroke is good for increased torque (but not as good for horsepower as piston speeds are high) and for heavy-duty application where you need torque everywhere it’s why we focused on a longer stroke to get to 6.6-liter displacement. Those changes enabled us to broaden the torque curve, which is up 20% everywhere, for greater work potential.”


       We thanked Mike and asked if we’d missed anything. “Small engines with turbochargers allow them peak torque off idle, but for heavy duty we don't want that complexity. For the Heavy Duty segment we (General Motors) have durability requirements—Global Engine Durability—that are unique and very long and stringent requirements. We know customers need 401 horsepower and 464 lb.-ft. of torque today, tomorrow, and every day for years to come with no compromise in durability. 
       
      We know our customers and, if they can't use their truck today, they might not get paid. That's why we focus on durability.”
       
      Brand New HD 6-Speed Transmission

      With that in mind, we next spoke to the systems chief engineer for six-speed FWD and RWD transmissions Rich Mardeusz. More power and more torque tend to break an older transmission. So, we wanted to know what changes had been made to the new transmission to carry the additional torque.

      “We started with the 6L90 that's in the current HD vehicles and full-sized vans (and ZL-1 Camaro and CTS-V), received the horsepower and torque curves from the engine engineering teams and then performed an analysis of all mechanical components from front to back,” Rich said. General Motors uses specific simulation tools for different parts. “For instance, we have a "gear damage analysis tool" for analyzing the gear set and how much damage it may receive over the life of the vehicle,” Rich told us. The result was a need to improve the torque converter and the clutch pack, which needed to be more robust to accommodate the greater power output of the upgraded 6.6-liter V-8 engine.  
       
      From a clutch pack standpoint, changes were simple, according to the engineer, as there was enough room in the case to add a clutch and one backing plate to each of the clutch packs to handle additional power. When it came to the torque converter, things changed. “We looked at the components from a heavy-duty diesel torque converter and a high-output gas torque converter and then took the torque-carrying components from the diesel and married them to the spring and damping components from the gasoline torque converter. That’s what was needed to accommodate the approximate 22 percent across-the-board torque increase.”
       

      So, the new torque converter can A) handle the added torque of the new engine and B) damp out the firing frequencies from the gasoline engine, which are significantly different from a diesel engine. All of the shafting and gears were able to handle the torque. Interestingly, there is no dipstick. GM has the confidence to eliminate it, and only change fluid at suggest intervals of approximately 100,000 miles, more often for those who mostly tow, or drive over mountains with full loads. Another surprise, the transmission uses GM-spec Dexron VI fluid, GMs standard since 2005, as they found no reason to change.
       
      2019 L5P Duramax 6.6-Liter

      Once we’d completed our gas powertrain interviews, we turned to the diesel side of Heavy Duty. We spoke to Max Sala, whose Italian accent tipped us to an affiliation with GM’s diesel engine center of excellence in Turin, Italy. 
       
      Max said that their objective for the new Silverado HD was to increase towing capacity and ensure functionality with the new Allison/GM transmission. Remember, the Duramax 6.6L Turbo-Diesel V-8 engine makes 445 hp. and 910 lb-ft of torque. “We added a bigger fan now 28-inches, a bigger oil cooler that is upgraded from 14 plates to 19 plates, and we fine-tuned the cylinder head gasket” Next up were improvements to the engine-brake capacity, taking into consideration towing capacity. “It’s better by 14-percent and we introduced smart activation of the engine brake,” Max continued, “There's still a button for manual activation, but for safety there's automatic activation at certain RPMs.” Under the new control system, the powertrain will recognize any need for the engine brake and activate automatically. For instance in driving down hill and forgetting to shift, the higher RPM means automatic activation. “With that, we have better after-run strategy. Every time you tow uphill, temps rise and you have a message to cool the engine when stopping. If, by chance you forget and close the door, the system cooling system activates automatically for up to 15 minutes to cool the engine for reliability.” 
       
      That isn’t the end of changes, as the engine has been completely recalibrated to match the new 10-speed Allison transmission. “Emissions have been improved and fine-tuned to maintain the best efficiency the transmission can offer to our customers.” With these changes, most importantly, Chevrolet says they are now capable of delivering full torque at any time, in any gear, and that they have done everything to the engine, transmission, driveline, drive shaft and frame to improve strength and durability. “What's important is how safe (the new HD trucks) will be and how comfortable it will be for our customers to drive these huge trailers up, and down hills.” Max concluded.
       

      Allison transmissions have gained a peerless reputation for strength and durability. Adding a 10-speed transmission branded with the Allison name is a great choice. David Ames, now GM assistant chief engineer on the Allison transmission and liaison with Allison, is a former Allison engineer. A natural fit. 
       
      The 10-speed is a collaborative effort with joint development of the analysis, engineering, as well as testing. So, testing was performed at Allison and at GM, each with their own set of rules and test regimes. “We go back and forth”, David told us. “Today we have a ratio-span of five and this transmission has a span of 7.2, so the new 10-speed provides both more overdrive and a lower first gear.”
       
      We asked about the projects’ starting point. “We (at GM) come out with a "here's what we're looking for" and we begin an internal development contract. It was a pretty clean sheet of paper. So, the controls on the bottom are from a smaller 10-speed, some pieces and parts, but not the entire controls package. For the most part, it's all new to handle the increased power and much larger torque. 

      We collaborated with Allison on this transmission (GM does have a 10-speed transmission of its own) which made it necessary to meet their (Allison) design requirements, their analysis requirements, their engineering requirements, as well as our own. 
       
      It's a very compact transmission. If you had a 6-speed for comparison, this more dense, more compact and solid to get ten speeds into a package that would still fit nicely into the vehicle and not take up too much space,” David continued.
      This transmission’s torque converter has a lock-up clutch and is unique in that it will lock up in first gear, even under max loads. So, if you're pulling 33,500 pounds, you can do a first gear launch and lock up right away, which helps get rid of heat. We asked David why this is important. “Normally in first gear you're under high torque and generating a lot of heat, which puts a lot of demand on the cooling system. Locking up gets rid of that heat and the 7.2 ratio gives you a lower first gear. For instance, the six-speed uses a 3.1 first gear and the new transmission has a much lower 4.5 first gear. It's got four planetary gear sets, six clutches and the main place you'll notice the ten speeds, not only in launches and driving with heavier loads—it's very smooth—is going down a grade. Often you're trying to downshift to save brakes and having ten gears you can usually hold the right speed and not feel like you're running over the car in front of you, tapping the brakes or going too slow.”


      “Also, we built in the first OEM PTO option. Note that the chain drive to the PTO is engine-speed driven rather than turbine-speed driven, which is important to many commercial customers, and it’s quieter drive than gear driven systems.”


      We asked David for an overview of the combined Duramax-Allison package. “For those who need it, it’s a nice package, one we're very proud of because of the outstanding durability. I think we're going to do a better job of putting power to the road than anybody out there. Whatever torque the engine is putting out, it's getting to the road in an accurate way. I think this transmission will be far more durable than people need it to be. Four-five years from now people will understand how durable it is.”
       
    • By MikeAg
      I have a 2005 2500hd duramax 6.6l LLy. I have been having a problem with my truck when I drive on the fwy doing over 65mph, the vehicle with go into limp mode and throws a ton of smoke. The only codes I get are for my mass air flow sensor, I've cleaned it several times and replaced it with a brand new one , and still no difference. I have a s&b intake with a S&b turbo mouthpiece,  which I thought could be throwing off the mass airflow sensor, but those are the only upgrades I have on it. Cant seem to find a answer anywhere, figured I would try here. Any help is appreciated. Thanks!
    • By Zane

      Zane Merva
      Executive Editor / Publisher, GM-Trucks.com
      February 13th, 2019
       
      GM only announced the all new 2020 L5P Duramax and 2020 Silverado/Sierra HD models a few weeks ago and we're already finding out more about them. 
       
      This time Gale Banks has his hands on not one, but TWO L5P Duramax engines and takes one of them apart to explain what's different from the 2019 L5P engine. The video is over 13 minutes long but worth every second. Enjoy!
       
       
  • Recently Browsing   0 members

    No registered users viewing this page.

  • Forum Statistics

    204,558
    Total Topics
    2,184,973
    Total Posts
  • Member Statistics

    173,778
    Total Members
    8,960
    Most Online
    Kyle6983
    Newest Member
    Kyle6983
    Joined
  • Who's Online   117 Members, 0 Anonymous, 1,028 Guests (See full list)

×

Important Information

By using this site, you agree to our Terms of Use.