Grumpy Bears 2015 Silverado 2WD

Grumpy Bear · June 23, 2017

Happy Anniversary GrumpyBear

For what it's worth, the Oil Life Monitor uses an algorithm that factors in your driving habits, surrounding climate, and engine parameters such as operating temperature, and what kind of miles (city vs. highway) the engine sees. I believe the OLM debuted in the 1990s (my 96 DeVille has it), and is a universal feature on today's vehicles. I've heard on new vehicles that the OLM even monitors turbidity, factoring in the "dirt content" of the oil, if you will.

As the OLM is fully adjustable, I'd say what you are seeing is a reflection of very consistent driving habits across the boeard (Nicely done!)

The highest on my Silverado would indicate 8k miles if I recall correctly, on QS Full Syn 0W-20. Usually I seem to fall in the 7000 to 7500 mile range, though I change my oil around 5000 regardless.

I'll post my last one here once I get Clyde back from the shop.

Oh that's some good information. What do you mean 'fully adjustable', by whom and how? Would love some photo's of Clyde.

Edited June 23, 2017 by Grumpy Bear

Grumpy Bear · June 23, 2017

Putting what information I have, so far, together in one chart and applying a 3 point poly filter. R = 1. (for clarity)

The thermostat information was collected while using Quaker State 5W30 Ultimate Durability Full Synthetic. We will add the Red Line 5W20 to this chart in the future.

I love low morning light. I never have trouble finding my truck in a parking lot but you'll have trouble finding it in my driveway.

Things are so expensive. I'm pricing a Torsen diff and a gear set...OUCH!!!

Edited June 23, 2017 by Grumpy Bear

Grumpy Bear · June 24, 2017

The greater the data pool the more you can do with it and the greater confidence becomes in the result. It’s the nature of statistics.

Add up all the miles driven. Divide that by all the fuel used and you have the dotted line; The life time average. The upper and lower control limits are one standard deviation calculated from the tank to tank averages.

For 22,042 miles its consumed 845.4 gallons of fuel for an average of 26.1 mpg.

Of the 46 tanks on record 68% of the time the calculated mileage falls 1.3 mpg either side of that average. (Those are the solid orange lines).

95% of those tanks fall within double than variation and 97% fall within three times that number or plus or minus 3.9 mpg. Meaning 97% of the time the actual calculated mileage falls between 22.2 and 30.0 mpg with a central tendency of 26.1 mpg.

The red line is the tank by tank sum average of those 46 tanks showing how we got to the broken line. It shows the break in and the fall – winter – spring and now summer variations. We have two months to complete the first years data.

The broken yellow line is of great interest. This is the rolling 21 tank average. This tells us where we are headed from where we are now. Each time a new tank is added to the record one is removed from the beginning of the string of 21 tanks. As long as it stays above the broken orange line the orange line will continue to move higher and the entire chart will continue to shift up with slight modifications to the upper and lower control limits. It’s a living document. As the total miles divided by the number of fills equals about 480 miles per tank we have established a tank range. 21 points equals roughly 10,000 miles.

That is important because it isn’t a tank or two that comes and goes but it shows an actual pattern in the history that allows for fill variations and traffic and weather that begs confidence in the result.

That result is, that over the last 10K miles Pepper has averaged 26.9 mpg, a 3.1% increase. What has me excited about this is that it has come with a 5 mph increase in speed.

CadillacLuke24 · June 24, 2017

Nice! Looks like you have a good thing going, especially since you've been able to increase your speed.

There isn't anything you can do through the Scan Tool, or a setting you can change, but you can adjust it with your right foot. The OLM will adjust the posted number based on city driving, highway driving, jackrabbit starts, oil temperature, outside temperature, things like that. Perhaps fully adjustable may not be the best adjective, but the OLM will account for and adapt to changing conditions, oftentimes many (if not all) that can be altered by you.

Like with Clyde, during the winter I notice the OLM drops when the weather is particularly cold, or when I commute to work more times than not. In the summertime it will increase, as the weather improves, and I go for long drives (where there's less stop and go involved).

Speaking of which, here ya go Thought nobody would ever ask

Edited June 24, 2017 by CadillacLuke24

Grumpy Bear · June 24, 2017

That's a nice color and nicely kept too. Pretty sweet Luke. How long did you sit there before you saw another car? Poor Clyde sitting there all alone.

Your right, the foot has a great deal to do with it but so does heat management and perfecting the little things; like tire pressures, alignment, stance, cover, tire selection and so on. The Scan Gauge II is cool and a nice tool but the tool between the ears is the most effective one in anyone's toolbox. A truck is a picture waiting to be painted. Most people just stare at it or simply make changes with nothing but there 'likes' or 'wants'. Which is fine too. I like art. I just prefer mine to be functional. I just added a practical goal to the mixing board.

Some measure performance in quarter mile times. Some in the amount of weight it can haul or tow. How high it can jump or how hard it can land. How deep the river it can cross or how big a rock it can climb. Some in the speed it can attain. Others in the trophies it can take in show. There are even some who measure it in the amount of abuse it can take before it pukes. They don't really give that allot of thought. No need. It's a thoughtless task.

I measure performance in efficiency. All kinds of efficiency. Not just fuel mileage. Like how long I can make it last. How few tires or brakes I need over it's life time. Basic, right? But just as difficult as tuning for a quick quarter mile. I've done that too and quite well. Just not this time.

CadillacLuke24 · June 25, 2017

Thank you! I love the Deep Ocean Blue. Very sharp.

Hahaha it was about 10 minutes before a BNSF Dodge came rolling up. Guy even paused to let me finish!

Indeed, you mentioned some variables I didn't even think of. More for you to tinker with

Think you can crack 27 mpg for your rolling average?

Edited June 25, 2017 by CadillacLuke24

Grumpy Bear · June 26, 2017

Think you can crack 27 mpg for your rolling average?

Guess we'll see, eh? I have some moves left. Time is the big thing when your average is based on 30K miles it will take awhile. I'm patient. The 10K average is almost there now.

If I’m going to replace the differential I’ll need a new set of gears. Might be a good time to give that a look and maybe actually have a plan in mind.

http://www.gmpowertrain.com/2013_pdf/F3_Gen5_4.3%28LV3%29_Truck_020414.pdf

Dyno chart on page 2 of this pdf file might be useful.

I measured the rollout of the tires and plugged that number into a spread sheet I wrote some equations for that which allows me to play with the gearing, including transmission, and tire to find the rpm for any give speed. I did so twice so I could compare one set to another side by side. I got a shock. There is only about 50 horsepower available at 55 mph with the current setup. Downshifts are the order of the day for even mild inclines especially into a head wind.

A bit of playing around and I notice that if I run in 5^th gear on these 3.23 gears that it is the exactly the same gearing as the a 4.10 gear running in 6^th gear. Fancy that. Lay that on the dyno chart and find that is about a 50% increase in horsepower available. Thing is, doing so deactivates the AFM.

I go for a ride to have a look and find it does a few other things as well. It increased the oil pressure and the oil temperature. A side effect of the extra 400 rpm. It reduced the sensitivity to head wind and negated the need to down shift on most common hills. Adds 10 degrees of timing. Limit’s the knock retard. Smooth as a baby’s bottom and quite. What it didn’t do was have a profound effect of fuel mileage over the short term but I’m going to run a few tanks driving like this to nail it down.

Edited June 26, 2017 by Grumpy Bear

Grumpy Bear · June 27, 2017

This 5th gear thing is working out pretty nice. 829 miles logged using 32.1 gallons of fuel. 25.85 mpg. A quarter of a mile per gallon lower than the lifetime average.

Today’s contribution was 461 miles of Interstate driving using 17.31 gallons of fuel for 26.6 mpg. Dead bang 55 mph in 5^th gear all day. 208 F oil temp. 184 F water temp. Air temp range 68-76 F. Wind roughly 20-25 mph gust to 33 mph out of the west north west. I split the miles between Interstates 39, 80 and 88. Even coming out of the Illinois River basin there was no need for a downshift. In fact the load meter never went past 65%. And you’re saying, “Well yea, your already in 5^th gear”. LOL. Well yea I’d be in 6^th gear with a 4.10:1 differential. D’oh!

Now a quarter MPG isn’t much difference until you consider. 1.) There is no AFM running like this. 2.) Given the wind and speed…yea it was a good test. Took just under 9 hours averaging 52 mph for the day. That is how we make time. Butt time in the seat not the pedal under the feet.

So I’m down to three choices given this initial result. 3.90:1, 4.10:1 or 4.30:1. The consideration is…how do I see this trucks future. Local? Sight seer? OTR? That needs some thought. I’m going to log a few thousand miles to be sure.

What needs even more thought is the ride. Road construction today was light but rough. So are Illinois roads and my fillings are loose after today.

Grumpy Bear · July 5, 2017

1,688 miles logged in the gear study. 64.27 gallons of fuel for 26.27 mpg. No statistical difference from the lifetime average.

Standard Deviation, however, is .846 mpg or about half the lifetime average. That is kind of a big deal. Sensitivity is greatly reduced. Much more tolerant of head winds and hills. Very predictable tank over tank.

Pulls a measured 6% grade at 50 mph without a downshift. 7% will induce a downshift. We have both nearby.

This gearing is adding sensible heat to the oil running just under 220 F at 65 mph. It also keeps the thermostat fully open with running water temperatures about 4 degrees F higher. 186 F vs 182 F.

Note the Yellow line in the graph. It has lost the ‘bow’ in the curve. I opine this means I’ve reached this oils thermal capacity. The water is no longer heating the oil at low loads but rather the oil is heating the water. Not even close to being in trouble, just noteworthy. New data gathered on a 88 F day in nil wind.

Neopentyl polyol esters have roughly a 15% greater thermal capacity. I’m not shooting in the dark here. I’ve done this on several air cooled motors to effect some pretty significant oil temperature reductions as a standalone strategy. It’s worth a try before springing for an oil cooler. I will have my 200 F max temperature before this is done at any speed and/or ambient conditions I care to engage. Red Line Oil will be step one at the next service.

At 65 mph with slightly worn (shorter) tires, she is tacking 2,000 rpm or 20 fps piston speed. It is still a sloth thanks to the six speeds double overdrive ratios.

Grumpy Bear · July 9, 2017

2500 miles in the 4.10 gear/Mobil 1 study now and I’m done looking at this.

Comparing the these last six tanks with the previous six tanks I have to say it cost 1.3 mpg at the same road speed and my guess is all the that is due to the AFM is being locked out in 5^th gear. 27.3 vs 26.0 mpg. I have a good feel for the temperature deltas and the daily operation in both gear scenarios. (Published in previous posts)

This has messed up my OLM study though as I’m running higher rpm at higher temperatures. Meaning I won’t have an actual duration number. That said based on ratio and proportion it is still going match the previous interval which in itself is a win for the Mobil 1 regardless that is no longer a POA. Least wise not the stuff I bought. A match in harder service is just as good as a longer interval at the same service. IMHO anyway.

So I’m about 1500 miles or so from the next service and in preparation I made a trip down to Peoria, Edwards actually, and saw Dan at Hoerr Racing. A stocking distributor for about a dozen different high performance oils. Picked up case of Red Line 5W20. Only Neo Polyol Ester I'm sure of.

This will be the last oil in the study and it will determine the need for a cooler and how large a cooler if one is needed. Dan is working on the parts list for that regardless. Those guys are good like that.

While I’m looking at oil, coolers and a gear change I’m also working some suspension changes and involving Filthy Motorsports in Boulder Colorado. I'm getting a itch.

I know, that’s allot on one plate and none of it is cheap so I have to work some angles to finance it.

Edited July 11, 2017 by Grumpy Bear

Grumpy Bear · July 11, 2017

Deaver Springs is Filthy Motorsports go to for leafs. Made first contact today via emails. I don’t speak these fella’s language fluently so this may take a while.

In a set back the buyer for one of my cars that was meant to finance this little foray is waffling thinking fifty cents on the retail dollar is too much to pay for a car than needs nothing but a driver. One step forward and two steps in the gutter.

Grumpy Bear · July 13, 2017

Quite by accident I happened upon a loop of road that is from door to door 167 miles. Three trips of which equals 501 miles. A tank or there about. It has a north/south, northeast/southwest and east/west. A triangle. Two legs are Interstate and one US/State highway. Hilly and flat sections. A few small towns and one small city with a few stoplights. In its center and around about is a large wind farm. Lots of signals for wind speed and direction. Illinois 72W to I-39S to I-88W to Illinois 92/34E to I39N to Illinois 72E.

Day 1

The object was to drive 60 mph on the Interstates and 55 mph on the primary roads. Follow the limit signs and traffic controls within city/town limits. I had a perfect light and variable wind of under 5 mph and a fairly constant 85 F. Humidity was killer so the air conditioner was mandatory. Traffic was light and the day was good for 28.3 mpg all said and done. Oil temps were moderate 200-208F as I was running in 6^th gear AFM active. A perfect initial outing. One of three.

Day 2

Day started with a 20 mph west southwest wind and rain hard enough to make most traffic stop and move over. Me? I have Rain-X and good wipers. Good tires and no worries. There was a severe storm warning for the south leg of the trip to my west so I improvised driving the 83.5 miles south and a few miles of that west on Illinois 71 then back again. Sort of. Illinois 251 parallels I-39 and remains within 4 miles or so for nearly it’s full length. As the day progressed the wind shifted to the south southeast and picked up steam as the front moved through. When the wind was against me I ran on 251 and slowed down. As low as 45 mph in the hilly sections. When it was behind me I ran I-39 between 60 and 65 MPH. Tank average managed to settle in at 27.9 mpg. As the trip lengths were identical this means todays trip average was 27.5 mpg. The 25 miles I ran at 60/65 with the wind at my back averaged 31.8 mpg. Wind is huge and playing the wind, terrain and traffic like a fiddle paid dividends. Trip hours were nearly identical both days. Within 6 minutes.

Other stuff:

I confirm and pay for my Deaver Springs order. Just under $800 in leaves. These are NOT off the self-items. It’s a custom order to Ben’s spec. More and thinner leaves to make the spring much, MUCH more progressive. And a ¾” drop that along with the spacer removal will give a two inch drop leaving the tail 7/16 higher than the nose. That’s my input. Lead time is 5 to 6 weeks.

The Honda sold today and I did get my price so the re-gear and Gleason Torsen locker is on again. I still need a few bits of information on the GM processers ability to be corrected for tire and non-factory gearing before I choose the exact gear. All three gear sets mentioned previously are still on the table. 3.9, 4.1 & 4.3. Jason at Deegan’s Auto can fill those gaps.

I get the wife's 06 Honda to replace my 03 as a salt and city crawler. Love them Honda's.

Edited July 13, 2017 by Grumpy Bear

Grumpy Bear · July 13, 2017

FYI.

Thermal transfer rates in BTU/hr/ft/F

Water/Glycol 100/0 wt. % .3225 Freeze 32 F Boil 212 F

Water/Glycol 70/30 wt. % .2704 Freeze 7.3 F Boil 220 F

Water/Glycol 60/40 wt. % .2546 Freeze -10.3 F Boil 220 F

Water/Glycol 50/50 wt. % .2395 Freeze -34.2F Boil 225 F

Water/Glycol 60/40 wt. % .2252 Freeze -63 F Boil 232 F

Ethylene Glycol .1491

Propylene glycol .0849

Mineral Oil .0838

PAO .0832

Polyol Ester .0867

Oil has several jobs. Cooling is one of them. Not one many give a huge amount of thought to. One I obsess over.

Film strength is loosely tied to viscosity. The cooler the oil is, the thicker it is, the greater its film strength. The down side is the more energy it takes to pump it and run in it. That’s lubricities job. How slippery it is. Neo Polyol Esters excel in lubricity and cooling and run cooler because they are lubricous AND have a higher thermal transfer rate. Neither alone is a deal breaker but together they can give some pretty impressive results. Sometimes. It’s is case by case as the application is as important.

In the Mobil 1 vs Quaker State Ultimate Durability test we learned that even like oils in the same base oil type, thermal capacity vary a bunch in sensible heat retention. Why? They vary in lubricity. Additive packages vary.

I’ve also learned from examining thermal conductivities of aqueous ethylene glycol solution tables provided by MEGlobal that peak heat transfer rates are not only a function of concentration but of operating temperature as well. Problem is the area I live in would not permit the peak transfer rate solution strength and provide sufficient freeze protection. But an improvement can be made fractionally. It’s a case of no one thing makes a huge difference but combine…that’s another story.

Coolant concentration combine with oil specifics combine with driving styles combine with ambient conditions adding penny’s eventually makes a dollars-worth of difference.

I have a much different agenda than the factory.

Grumpy Bear · July 15, 2017

Know what happens in tow mode at 52-60 mph? Truck stays in 5^th gear AND the AFM remains active!

First off I was under the impression that the AFM was disabled both in manual 5 or lower and in tow mode. Second I was told or heard maybe that the trans only worked the bottom 4 gears in tow mode. That 5 and 6 were unavailable.

I love being wrong. Now I can learn what it will do in tow simulating the 4.10 gear set while the AFM is working. Already started and it looks promising indeed. Climbs the normal undulations of the Interstate without tripping out. Spends more time on that it does in D6. Oil temp is a few degrees lower too. I only have one point and as much of a factor as wind and weather are I better not say a number just yet but...it looks promising.

I’m excited. Not just for this but the springs are in the schedule and the car sold. Sale closing on Monday. More toy money! I feel 18 again! LOL. Okay maybe not that young; but I am excited.

Grumpy Bear · July 17, 2017

I was fuming. Had to make about five trips into town this week on this tank as my other car is in the shop getting serviced. The last night I decided we (I) needed some things (truck supplies) from Wally World in Rochelle some 20 miles away. Get some Interstate miles on. Yea between the two exits is a accident that has us sitting for about 20 minutes. While I was on the ball and shut it off the two mile snail crawl didn’t do this tank any favors. Lord…might as well knock a hole in the tank…down to 26.6 mpg

Then is hit me…ONLY???? On the return trip I let her go doing the twenty miles at the limit. 70 MPH. Reset the trip meter. That will normally run the gauge down to 17 or 18 mpg. Nope, 22 mpg. This little motor likes to be spun it seems.

This isn’t the first time I’ve seen a little motor geared too tall to be efficient at nothing; mileage, towing or climbing mountains. Won’t be the first time I’ve regeared shorter and reaped a mileage increase as well as a bit more fun to drive. Not a common modification as it is a bit pricey and not every shop can do it.

Related but different. In fifth gear running 55 on the primary roads I, for the first time, can sense the AFM coming in and out over hill and dale. A small change in tone and a slight change in harmonics. Feels almost like the converter lock up of a Turbo 700R. Watching the instant gauge you can see it. Like on a mild hill where it wants to stay active 25 mpg then near the crest it disables 17 mpg. It use to do this as soon as the you reached the bottom of the hill.

So Diablo and Range AFM extenders move the trigger points further out to keep the AFM active. OR…we regear and limit the time the motor runs over, past or near the factory set points. OR…we do both and have a motor swap to a four banger.