Ultimate Diesel Builder's Guide - - Trans Upgrades For Severe Duty - BY CHRIS GABRELCIK,

Pres­i­dent of Lubri­ca­tion Spe­cial­ties, Inc.

It’s one of those ex­pe­ri­ences that diesel own­ers pre­fer to avoid. Hav­ing to choose be­tween an ex­pen­sive re­pair or op­er­at­ing at im­paired ef­fi­ciency. A di­ag­no­sis of a “fail­ing” in­jec­tor can to­tal thou­sands of dol­lars in re­place­ment costs. How­ever, a closer look at the prob­lem re­veals an interesting in­sight. Oil is ex­posed to tem­per­a­tures much higher than re­ported on your en­gine tem­per­a­ture gauge. With enough heat and fric­tion, the oil breaks down and leaves a gummy residue on the in­side of the in­jec­tor. This “gum­mi­ness” can cause a slight hes­i­ta­tion in the pis­ton or spring re­lease which can cause a di­ag­no­sis com­puter to trig­ger a “failed in­jec­tor” code. This gummy, sticky, fric­tion is called stic­tion. More times than not, me­chan­ics will sug­gest re­plac­ing the in­jec­tors af­ter the fail­ure code is trig­gered. This is where the myth comes into play. While it is true that a re­place­ment will solve the prob­lem of a HEUI in­jec­tor not per­form­ing cor­rectly due to stic­tion, it is of­ten un­nec­es­sary. Why re­place an in­jec­tor that is de­signed to go 1,000,000 miles? The el­e­ments of an in­jec­tor are well crafted and can per­form for the life of the en­gine. It is the stic­tion that is caus­ing the fail­ure, not the mal­func­tion­ing of the in­jec­tor el­e­ments. Thus the “fail­ing” in­jec­tor myth. While many driv­ers pre­fer fuel ad­di­tives to im­prove per­for­mance, the stic­tion build up that is caus­ing an in­jec­tor to fail re­quires a deep clean­ing oil ad­di­tive. This is of­ten counter-in­tu­itive to diesel own­ers who only con­sider the in­jec­tor to be part of the fuel sys­tem, not the oil sys­tem. Com­mon symp­toms of stic­tion be­gin to oc­cur well be­fore your me­chanic runs the di­ag­nos­tics on your en­gine. If you are ex­pe­ri­enc­ing hard starts, es­pe­cially on cold morn­ings, stic­tion might be start­ing to build up. If your diesel hes­i­tates to ac­cel­er­ate, has been los­ing its power, or you have been notic­ing a de­crease in fuel econ­omy, you could very well be fac­ing a stic­tion prob­lem.

CHRIS GABRELCIK is cer­ti­fied with STLE as a CLS and OMA. He per­son­ally de­vel­oped and tested a prod­uct de­signed to re­move stic­tion called Hot Shot’s Secret Stic­tion Elim­i­na­tor.

The 2002 Chevro­let truck that these two kits were be­ing in­stalled on had pre­vi­ously been up­graded with an Al­li­ga­tor Per­for­mance Stage 5 trans­mis­sion kit (now with more than 30,000 trou­ble-free miles above 500 hp) so the high-vol­ume 5/8-inch lines will of­fer the best flow and fur­ther in­crease the trans­mis­sion and cooler’s per­for­mance. While the BD Dou­ble Stack sys­tem mounts eas­ily un­der the truck in­side the frame rails with a univer­sal bracket sys­tem, the test truck had a larger than stock Ti­tan re­place­ment fuel tank that took up the space needed to in­stall the new cooler, so it was de­cided that with some mi­nor mod­i­fi­ca­tions, the Dou­ble Stack core would fit nicely be­hind the grille in the stock cooler’s lo­ca­tion. Since this lo­ca­tion of­fers great air­flow across the core, the elec­tric fan was re­moved be­fore in­stal­la­tion and some small metal brack­ets were fab­ri­cated out of some strap steel to hold the new cooler from the fac­tory mount­ing holes.

Test Re­sults

Be­fore in­stalling the new Dou­ble Stack cooler kit and DRP cooler lines, data was recorded so a true be­fore and af­ter tem­per­a­ture com­par­i­son could show just how much im­prove­ment the sys­tem up­grades would have. Un­der nor­mal day to day city and high­way driv­ing, the test ve­hi­cle’s trans­mis­sion fluid had been run­ning around 110 de­grees above the out­side air tem­per­a­ture and had seen as much as a 145-de­grees over am­bi­ent. So dur­ing the hot sum­mer months at 100 de­grees, it was not un­com­mon to see trans­mis­sion fluid run in the 208 to 230-de­gree range, and this was in nor­mal city driv­ing, not tow­ing. Af­ter in­stalling the new BD cooler sys­tem and re­plac­ing the leak­ing fac­tory cooler lines with the high-flow lines from DRP, fluid tem­per­a­tures have dropped an av­er­age of 60 de­grees, where a much more man­age­able 150-160 de­gree fluid tem­per­a­ture is com­mon dur­ing daily driv­ing. The ex­treme abuse of heavy tow­ing has also shown a sub­stan­tial drop in fluid tem­per­a­tures, where while even trav­el­ing slow up slick mud/snow roads dur­ing hunt­ing sea­son, the Al­li­son kept un­der 200 de­grees with 14,000 pounds be­hind the truck. Cool enough! UDBG

12 Since the BD Dou­ble Stack cooler is be­ing placed di­rectly be­hind the grille where air­flow across the core won’t be an is­sue, the elec­tric fan and shroud were re­moved from the cool­ers, which elim­i­nated the need to do any wiring. But some new mount­ing br

13 Once the mount brack­ets had been com­pleted and the cooler was hard mounted in its fi­nal po­si­tion, hold­ing the fac­tory cooler next to it you can plainly see the mas­sive sur­face area in­crease for bet­ter fluid cool­ing. A quick mea­sure­ment showed the OEM c

14 The only real mod­i­fi­ca­tion needed to fit the larger cool­ers and new lines was the re­moval of the cen­ter mount clip on the back side of the grille shell. The taller cool­ers would be di­rectly in the way of this mount clip and the fac­tory bracket that rec

18 The last line in­stalled was the short­est hose in the kit, which runs from the new BD cooler di­rectly be­hind the grille to the top­side of the ra­di­a­tor. This con­nec­tion at the ra­di­a­tor needs to be han­dled with care as it can be easy to strip the ra­di­a­tor

19 With the new Dou­ble Stack cooler and high-flow DRP cooler lines fully in­stalled, the grille shell, in­ter­cooler pipe and in­take sys­tem were re­in­stalled. It’s vital that the fluid level be checked and filled as needed be­fore the truck is taken out for a

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