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From: Clare Snyder <clare@snyder.on.ca>
Newsgroups: rec.crafts.metalworking
Subject: Re: Successful Transplant !
Date: Sun, 27 Oct 2024 19:10:47 -0400
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On Sat, 26 Oct 2024 21:59:09 -0500, Snag <Snag_one@msn.com> wrote:

>On 10/26/2024 9:17 PM, Clare Snyder wrote:
>> 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.
>> 
>
>   This is a 700R4 ... I'll have to check the vacuum system diagrams to 
>see what the original setup was , there may have been a thermo switch in 
>there somewhere . Lockup will be more important for trips should I use 
>the truck . Around here in the "mountains" of the southern Ozarks it's 
>not likely to be locked up all that much - but I do want it functional .
 early 400 R4 setup uses vac switch and brake light switch external to
the trans and has a 4th gear clutch applied switch and a momentary 4/3
downshift switch inside the trans