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From: Clare Snyder <clare@snyder.on.ca>
Newsgroups: rec.crafts.metalworking
Subject: Re: Successful Transplant !
Date: Sat, 26 Oct 2024 22:17:18 -0400
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On Sat, 26 Oct 2024 14:27:15 -0500, Snag <Snag_one@msn.com> wrote:

>On 10/25/2024 4:17 PM, Clare Snyder wrote:
>> On Thu, 24 Oct 2024 17:15:56 -0500, Snag <Snag_one@msn.com> wrote:
>> 
>>> On 10/24/2024 3:45 PM, Bob La Londe wrote:
>>>> On 10/21/2024 3:29 PM, Snag wrote:
>>>>>     I picked up the truck axle today ... Got it bolted into place
>>>>> before my back started complaining . It has a right to complain , I've
>>>>> abused it the last few days harvesting firewood .
>>>>>     I'm eagerly anticipating getting this project finished , I was
>>>>> hoping to have the truck ready by next weekend for Beanfest . Looks
>>>>> promising so far , I've got all the new parts for what I want to
>>>>> replace . This is going to be interesting , my first experience with a
>>>>> limited slip diff . Dropping from 2.73:1 to 3.42's is going to make
>>>>> things a bit more lively too .
>>>>
>>>> I was going to write up some of my comments on limited slip and locking
>>>> differentials, because I have had both, but the experience and which
>>>> performed exactly how kind of runs together in my memory.
>>>>
>>>> The 03 Silverado 2500 (2wd) had auto locking rear.
>>>> The '17 Jeep JK had limited slip.  I can't recall if it was rear only or
>>>> front and rear.
>>>>
>>>> The 07 Silverado had rear autolocking
>>>> The 24 F250 has rear electric locking.
>>>>
>>>> I have felt the affects and it definitely helps in the soft stuff. Can't
>>>> speak to the slippery stuff.  I try to avoid that at all cost.
>>>>
>>>> Not sure exactly how posi differs from limited slip or auto locking, but
>>>> its the real deal for street racing.
>>>>
>>>> FYI:  I am thinking about building a stroked 351 and pushing it out to
>>>> around 401.  Not today though.  Looking for gobs of mid range for towing
>>>> torque with a long duration cam rather than a high reving high HP engine
>>>> with a high lift cam.  I sold my 07 Silverado and my Jeep.  Now I only
>>>> have the new 24 Ford for a tow vehicle.  I feel naked without a
>>>> backup... er tow vehicle that is.
>>>>
>>>
>>>    I got the brakes on yesterday , adjusted them this morning and bolted
>>> the bed back on . Took it for a short ride after I finished , it seems
>>> to drive the same as before . Except when I punch it on gravel it leaves
>>> 2 gouges instead of one . The one drive train "problem" I have left is
>>> torque converter lockup . It ain't locking up . I'll need to do some
>>> testing , it's probably related to all of the original pollution
>>> controls going missing while the truck was out of service . My poor gas
>>> mileage probably has something to do with that . There are manual
>>> workarounds , but I really want this to be automatic .
>>   Bad temp sensor or loww thermostat temp will do that - has to be
>> warmed up to "operating temperature" before it locks. VSS is the other
>> input - has to be over a certain speed. Brake light switch will also
>> prevent lockup (cannot lock if the switch says the brakes are on).
>> Before digging into ANY of that make sure the lockup function actually
>> works by installing a manual switch. You can automate the whole thing
>> with simple relay logic - the  speed control is the most complicated.
>> An Arduino simplifies the whole thing significantly and actually
>> costsless than the 3 relays required for relay logic but you need to
>> wrap your head around the boolean logic required for the arduino - and
>> the basic programming involved.
>> 
>
>   Clare , I will probably hook up a switch to test function , but it 
>will be temporary - and since the solenoid in the trans is brand new 
>when rebuilt less than a thousand miles back I fully expect it to 
>function properly . My understanding from the manual is that the lockup 
>is solely controlled by a vacuum/electric switch which is controlled by 
>engine vacuum . There is no temp dependent switch in the circuit . I do 
>know for a fact that the circuit was working before the trans was 
>rebuilt (and a bunch of vacuum lines and emission control devices got 
>lost) , the radio is on the same fuse and because the solenoid in the 
>trans was shorted it would blow that fuse every time it energized .
 If it only has the vac switch it will be ugly when the engine is cold
and under braking. If it has a low gear lockout that all gets better -
(Some early TH350s with locking converter used the simple setup but
even THEY worked better cold with a thermo lockout - and I believe
they still had a speed lockout (built into the trans) operated by
governor pressure.  The newer stuff does it all with the TCM reading
VSS and CTS as well as brake - allowing better compression braking as
well as transparent engagement and cold operation.