Jump to content

3.73 to 4.10 gears (or even 4.56)

76BBSub

Recommended Posts

kaspar139 Enthusiast

kaspar139

Posted
Posted

To all, I switched tire size from 265's to 33" BFG Mud, so I went to my dealer and was discussing the effects of going from 3.73 gears to 4.10s, and the mechanic said I wouldn't even notice the difference in power!  Can this be true, or would I need to go to 4.56s???? 

DigUout Senior Enthusiast

DigUout

Posted
Posted

I haven't driven a truck with 4:56's and 33"  tires, but I can tell you that with 4:10's and the 285's (close to your 33) I don't have the acceleration like I had with the smaller tire.  I read all about MPG loss and rubbing, but had no idea that the power loss would be so significant. Yet the truck looks so good with larger tires, I hate to go back to the stock 245's.

 If you're going to change gears anyway, I'd go with the 4:56, just in case you want 35's down the road.  Least then you won't have to change gears everytime you get bigger tires.  You may see a power increase with the 4:10's, but I don't think they will give you the maximum power you likely want.  I'm trying to find some under the hood mods, (not affected by altitude) to give me some of my power back.  Since we're in the same boat, let me know what you do.......

Frank S Senior Enthusiast

Frank S

Posted
Posted

I really can't believe the amount of power loss that you guys are having with the larger tire swaps.

I just went to a 32x11.50 Goodyear MTR and mine seems to be doing fine.

I guess that it has something to do with your engines making more power in the higher rpm ranges.

76BBSub Enthusiast

76BBSub

Posted
  • Author
Posted

Maybe related to unspring weight, which is significantly more "important" than unsprung?  I forget the exact relationship, but unsprung weight has several times more impact on performance than unsprung weight...and big tires are heavy, plus the effective gear change added in, I can beleive the problems you are seeing.

Jeff

kaspar139 Enthusiast

kaspar139

Posted
Posted

I think I am going to go with the Precision Gear 4.56 gears.  They are available on Performance Products (http://www.performanceproducts.com) for 15% off for Father's Day sale.  So I'll spend around ? on front & rear gears.  NOW Where should I have em installed cuz I sure can't do it???  76BBsub (or anyone), can you think of any place in Houston or would a 4Wheel Parts place be ok for this?  I am definitely not going to the dealer, they will charge me an arm and a leg for it.

DigUout Senior Enthusiast

DigUout

Posted
Posted
Quote: from yZR2k on 5:51 pm on June 11, 2001

I really can't believe the amount of power loss that you guys are having with the larger tire swaps.

I just went to a 32x11.50 Goodyear MTR and mine seems to be doing fine.

I guess that it has something to do with your engines making more power in the higher rpm ranges.

 

What I am experiencing is loss of throttle response.  I have no doubt I could still hit 95MPH+, on a straightaway.  But what I've lost, or feels that I've lost, is a good percentage of the "step on it and pass no problem power." Previously (with the 245's) I had no doubt, with a clear line of sight, that I could pass on the curves and inclines.  Now, I feel the need to be a little more cautious.  Also, I've put away the toys for the summer, but I am wondering how it'll feel pulling a six place snowmobile trailer up 3Kft in elevation in 5 miles next winter? :confused:

 Worst case scenario, I still have the stock rims and tires, and may change them out for the winter.

76BBSub Enthusiast

76BBSub

Posted
  • Author
Posted

Probably one of the 4-wheel places in town could handle it.  I had a buddy that got some new gears installed locally, forget the shop's name, but they screwed up anyway so you don't want to know em.

I think Internet Racer's Supply does that kind of stuff, too.

Jeff

kaspar139 Enthusiast

kaspar139

Posted
Posted

But the actual is no longer 3.73, it is 3.57.  Besides, I am simply going mad over the loss of throttle response, like DigUout describes.

kaspar139 Enthusiast

kaspar139

Posted
Posted

Ok, I am down to the death hour, as I am prepared to pay for the gears.  I am looking for assurance that if I get the 4.56 instead of 4.10's that my trucks engine won't rev too high all the time, and won't run at 3000 rpms at 70mph!  THoughts!!!  I need help quick!

I know, I am acting like a pussE, but SHOOT, this is a tough decision. (I want to cuss, but it will put the ol **)

:)

Archived

This topic is now archived and is closed to further replies.

Go to topic listing

  • Latest Articles

  • Posts

    • Aimatdeer
      Ac not keeping up

      By Aimatdeer · Posted

      Monday looks like a good day for the dealer to test an ac issue. Hopefully it all turns out good.
    • CamGTP
      Gas Prices

      By CamGTP · Posted

      Paid $2.72 for E85 today.
    • Atlas
      Gas Prices

      By Atlas · Posted

      Welcome back! No, it definitely doesn't pass the sniff test. Even "ceasefire" needs an alternative definition these days.    $5.29 at Kroger today
    • 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 think you are describing the real product problem. Capturing data is the easy part. If the owner or technician has to manually dig through five minutes of millisecond-level logs, the product has already failed. The device would be at the ECM harness, not at the OBD port, so I agree that data retrieval and event marking need to be thought through carefully. The way I am thinking about the architecture is: The recorder itself should not depend on a phone, app, Bluetooth, Wi-Fi, or cloud connection to capture the event. It should always keep a local rolling buffer and lock the event locally. A button, phone app, or small cabin device would only act as an event marker. If the driver feels a stumble and presses the button 10–30 seconds later, the pre-buffer has to already contain the useful data. For data retrieval, the practical options would be a sealed service USB lead, Wi-Fi download, or a phone/cabin companion device. I would not expect the owner to remove the ECM-side module or work with raw files directly. The cloud or AI side would be for interpretation, not for capturing the event. The truck may have no connection when the issue happens, so the evidence has to be saved locally first. After that, cloud processing could help decode the data, compare it against baselines, and generate a readable report. For the first version, I would keep the automatic triggers conservative and objective: driver event marker bus-off error passive voltage drop / brownout device reset FIFO or queue overflow a normally periodic message disappearing side-to-side communication mismatch, if the topology supports that For “learning normal,” I agree with your point, but I would not want to overclaim it as automatic root-cause diagnosis at first. A realistic first step would be learned baseline comparison for that specific vehicle and operating condition. For example, a value would only be compared against similar conditions: RPM range load / MAP throttle position gear / vehicle speed coolant and oil temperature battery voltage AFM/DFM state, if decoded and validated Then the report could flag things like: this periodic message disappeared compared with its normal timing this value deviated from this vehicle’s normal range under similar conditions the same abnormal pattern repeated after the same type of event the anomaly occurred together with voltage, oil-pressure, misfire, or communication changes But I would still call that “abnormal pattern detected,” not “replace this part,” unless there is enough validated repair data behind it. So the intended product would not be “here is a huge log.” It would need to be an event package: what triggered the capture how much pre/post data was preserved what changed before and after the event whether the device itself reset, overflowed, or saw a bus error selected graphs around the event raw data only as supporting evidence From your perspective, what would make this kind of report useful instead of just another datalog? For example: What are the top 5 parameters or events you would want highlighted first? Would you trust a learned baseline for that specific vehicle, or would you prefer fixed thresholds? How much false-positive flagging would be acceptable before you stopped looking at the reports? What would a one-page report need to show for an independent shop to take it seriously? For misfire, AFM/DFM, oil pressure, or U-code complaints, what would you want the tool to flag automatically?
    • scotthvac.net
      2022-24 halogen - led grille swap

      By scotthvac.net · Posted

      2024 Silverado 2500 HD LTZ grille no camera Parts list   84603331 84913656 84913657 84913654 84913655 84911567 84911568 85646092 85646093 85797921 85797922   11570637  x10-15   grille/bumper bolts 11546500  x10      grille clips 11571006  x10      push/retainer clips 11546454  x6       nut retainers 11611609  x6       M5 bolts 11610700  x6       molding/trim retainers

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...