I am NOT blaming the problems on CASTROL, neither! That was hard to say Joe, you should be proud of me!
A little history... .
I bought this 97 with 26,000 on it.
The 5spd fluid was trashed, VERY ugly. The clutch was barely catching on the floor, and in less than a year, it quit disengaging totally. (This was a 180 hp engine at the time of clutch failure)
I drove it the 400 miles home, shifting without the clutch, (tell us what happens when you do that Joe!) and starting it in gear at stop signs.
In goes the the Centerforce, (another story) pull it out onto the road and find out I have no 3rd synchros left. Double clutch is a must. Dern.
Thinking back, I had periodic grinds in 3rd, but blamed it on clutch mis-disengagment.
I see other threads about 3rd gear grind, is there a pattern?
So, after a year of double-clutching and a slipping clutch, I head for Enterprise Engine in Thornville, Ohio, to get the problems fixed.
Enterprise is the home of that "Big White Smokin Dodge". If Dodge and Cummins would do as much abuse testing as Enterprise does, we would all have better trucks from the get-go.
Enterprise notes that is one of the cleanest transmissions they have ever seen.
The synchros are in normal condition for 88,000. Except 3rd.
Now, for you Nervous Nellies, If an oil is going to cause a failure, it does not pick out pieces. It wears them ALL. Meaning, ALL the Synchros should have shown this wear. They did not.
I went ahead and put ALL new synchros in. Wanting the newer design and being fairly inexpensive to do it right now, since the transmission is already out.
3rd gear had a problem, somewhat untrue, warped, bent, whatever you want to call it. It dragged on the shaft enough that the synchro could not stop it from moving to avoid a grind situation.
Could a HARD shift or two warp that gear?
Replaced 3rd with A-1 used gear, new was a lot of $$$$$$$
Also my rear seal had developed a leak. Close inspection revealed improper installation from the factory, I had never had it apart.
5th gear was perfect. Changed to the New Venture full spline shaft anyway.
Also had the flywheel bored for a roller pilot bearing.
And, had that modified Sachs clutch put in!(There will be udates on this clutch's durability in the future. )
Special thanks to the grunts and technicians at
www.enterpriseengine.com, these guys know their stuff and what breaks and what doesn't.
Top notch shop. I was in at 7:30 am and out at 4;30 pm, same day.
Thumbs down on Dave Mitchell for Over boosting the twin truck, therefore cheating Steve and I out of a whiteknuckle ride!
The best part?
The next day, Steve ST L was getting his Sach's put in and 5th nut fix. (His 5th was also perfect)
Steves truck has almost 30,000 less miles than mine and is a year newer. Steve is also a maintenance FREAK. Runs the Castrol Syntorq with a Genos filter and changes often.
Took the back cover off, and although the gears are fine, it is very brown and dirty inside there. To me it almost looks like baked on oil. But it is not quite that stained.
Steve ordered some Amsoil. Seeing is believing, evidently.
I have to give credit to Castrol for getting my trans to 26,000 miles with the abuse the previous owner dished out. And Steves gears show no sign of oil related wear, just gunky.
But I like a CLEAN gearbox!
I refilled with Amsoil Series 2000 75w-90.
There will NOT be any warranty issues with this lube in the NV 4500.
I will be bringing the gear and synchros to The Thunder in Muncie June 9, if any one wants to inspect them.
Can Sickly come that far to get SPANKED?
#ad
Gene
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1997 Cummins Dodge 4x4 Bombed & Amsoiled. Amsoil Premiere Direct Jobber, Member of: NRA Business Alliance, GLTDR, WANTED: Wrecked Dodges.
www.awdist.com
[This message has been edited by MGM (edited 02-18-2001). ]
[This message has been edited by MGM (edited 02-28-2001). ]
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