Jump to content

Transmission fluid and filter change, temperature to check fluid level??

XY74

By XY74
in 6.6L Duramax Diesel (L5P)

 Share

Recommended Posts

Drainplug_fan New Member

Drainplug_fan

Posted
Posted

Good suggestion 64BAwagon. I hope you have better luck with the shape of your pan. Mine had distinct seams and wrinkles where it should have been flat.

I had several of the Dorman and B&M kits on hand when I dropped my pan. I was going to pop one in but I convinced myself that the likely spots without internal interference were not flat enough on the pan. Rather than force the issue, I punted. I would typically put one in back in the TH400 days, but those had more obvious places to work.

 

If I had my welding gear handy, I would have preferred to weld a bung fitting onto the pan in one of those corner flats. That way, it is not interfering internally, low enough to really drain the whole pan make it worth the trouble, and shouldn't ever be struck unless heaven forbid the whole trans pan is crushed. 

  • Like 1
redwngr Senior Enthusiast

redwngr

Posted
Posted (edited)
On 9/11/2024 at 8:48 AM, Grumpy Bear said:

With the 6L80 at then 192 TBV the check target was above that temperature. 

With the 6L80 with the 70C thermostat the target temp was just above that temperature. 

Kind of says that the trans just needs to be at operating temperature. :dunno: 

 

I've run multiple 6.6 Dmaxes with Allisons over the last 20 years. (5 and 6 speed ones, I've not run a 2020+ 10 speed Allison)

Doing 'daily driver' type tasks they have all run much much colder than the GM transmissions. 

 

All needed 'extra measures' to get them up to transmission check temperatures.

Edited by redwngr
  • Like 1
bruceb58 Enthusiast

bruceb58

Posted
Posted

Best thing to do is to lower it by the bolts until there is a big enough gap to suction the fluid out. Then...either install a drain plug or buy an aftermarket pan with a drain plug already there.

  • Like 1
64BAwagon Senior Enthusiast

64BAwagon

Posted
Posted

You can tell that Allison wasnt totally involved in the design of the 10 speed by the lack of ease in maintaining it. We had dozens of trucks with Allisons all the way from the old 4 spds to the 1000 series through the 4000 series. Not a one was anywhere near as hard to service as the 10L1000. All had drain plugs and easily serviced filters (most bein spin on) even the cartridge units in the 4000's werent hard to remove. 

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
 Share
Go to topic listing

  • Latest Articles

  • Posts

    • SFC Retired
      2023 DRW Wheel Liners

      By SFC Retired · Posted

      Did have to make 1 modification because of the WeatherTech rear mud flaps and that was needing 3 longer screws than what came with the install package. 😄
    • SFC Retired
      2023 DRW Wheel Liners

      By SFC Retired · Posted

      Picked up the liners yesterday. Installed passenger side WITHOUT any modifications. All mounting holes lined up perfectly. Rain is interfering today with drivers side. Very Happy! Will add pics when finished
    • KARNUT
      OCI, not when but why?

      By KARNUT · Posted

      As a matter of amusement I’ll leave this conversation with this. Do you beat the government average fuel estimate? Statistics are a guide to me. Not a rule. Someone once said I have to have the last word. If true and possible may be. I’ll blame that on working in a family business.
    • bluev8
      Intermittent no-code issues on 2022.5+ V8 trucks — what did the shop fail to capture?

      By bluev8 · Posted

      That is a fair point, and I agree that trying to log “everything in the truck” would be the wrong direction.   There are a lot of modules and a lot of traffic. If the product became a full-truck datalogger, the amount of data would get huge very quickly, and most owners would never use it.   I think the first useful version would need to be narrow: - powertrain-side event evidence - selected high-value parameters - communication / voltage / reset events - pre/post event window - short report first, raw log only as backup   One distinction I should make is between active OBD/PID polling and passive bus capture. If you are polling PIDs through OBD, then yes: the more parameters you request, the lower the effective sample rate becomes, and you are adding diagnostic traffic to a vehicle that is already busy running itself. With passive CAN capture, the recorder is not asking all the modules for data. It is listening to traffic that is already on the bus. So it does not consume vehicle bus bandwidth in the same way that a scan tool polling hundreds of PIDs would. But your point still applies in a different way.   Even if passive capture does not add bus traffic, the recorder still has limits: - processing rate - storage rate - timestamp accuracy - decoder workload - event filtering - report size - user attention span   So the answer cannot be “log everything and let the user figure it out.” The product would need to store enough raw evidence to be useful, but only decode, graph, and present the important parts around the event.   A practical report should probably show: - what triggered the capture - how much pre/post data was preserved - which selected parameters changed - how those values compared to baseline - whether the same pattern happened before - whether any voltage, reset, bus-off, lost-message, or communication fault occurred - selected graphs around the event - raw data only as supporting evidence   So I agree with you. More data is not automatically better. The real product is the reduction from raw data into a useful event report.
    • bluev8
      Intermittent no-code issues on 2022.5+ V8 trucks — what did the shop fail to capture?

      By bluev8 · Posted

      That makes sense, and I agree with most of that.   I think the product would need both: 1. a default powertrain template, so it is useful out of the box; 2. user-selected priority parameters, so the owner or shop can choose what they want to see first.   Different users are going to care about different things. One owner may care about oil pressure and voltage. Another may care about misfire trend, AFM/DFM behavior, or U-codes. A shop may want communication events and repeatability first. Your baseline point is probably the most important one. Raw data is not very useful unless the report can show what normal looked like for that vehicle under similar conditions.   The way I would think about it is: - start with a basic known-good baseline - learn normal behavior for that specific vehicle over time - allow the event to be overlaid against baseline - show whether the event was a one-time spike or a repeatable pattern - provide a simple severity level, but with clear limits on what that severity means   For example, early severity could be something like: - Info: event captured, no obvious abnormal pattern - Watch: value moved outside baseline, but not repeated - Warning: repeatable abnormal pattern under similar conditions - Critical: communication loss, voltage drop, bus-off, reset, or severe repeated event   I would not want the first version to say “replace this part.” That would be overclaiming unless there is repair-confirmed data behind it. It would be more honest to say “this pattern deserves inspection.”   On the OBD port question, I think OBD absolutely has a role. OBD is probably the right place for: - DTCs - freeze frame - VIN - calibration information - normal scan-tool parameters - Mode 6 / enhanced diagnostic data if available The reason I am still looking at an ECM-side recorder is that the failure may happen before anyone connects a scan tool. If the owner plugs in a scanner after the event, the pre-event evidence may already be gone unless the ECU happened to save it. So I do not see this as “OBD versus ECM-side.” I see it more like: - ECM-side recorder: always armed, rolling buffer, event evidence - OBD/DLC companion: DTCs, freeze frame, VIN, calibration, normal scan data - phone/cloud: status, notes, upload, report generation, notifications   I agree that phone connection and push notifications would be useful. I just would not want the phone or cloud connection to be required for capture. The recorder should save the event locally even if the phone is not connected. The phone should help with event marking, download, notes, upload, alerts, and report viewing.   For a default GM V8 event report, would this list make sense? - RPM - calculated load / MAP - throttle position - vehicle speed - gear / torque converter state if available - coolant temperature - oil pressure - oil temperature if available - battery voltage - commanded AFM/DFM state if available - actual AFM/DFM state if available - misfire counters / roughness by cylinder if available - fuel trims - relevant U-codes / communication events - bus-off / lost periodic message / module reset / voltage drop events Which of those would you remove, and what would you add?

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...