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Thread: cooling upgrade

  1. #1
    Join Date
    Jul 2011
    Location
    Payson, AZ
    Posts
    9

    Exclamation cooling upgrade

    Trying to install the SS diesel cooling upgrade on my 95 truck. The new cooling manifold is hitting the top of the pump cover. I don't think it will tighten down to the heads correctly. Didn't see any mention of this issue. Looks like the manifold risers are just a little too short. Anybody else had this problem? Possible that I have a manifiold that was built slightly out of spec?
    1995 Silverado 4X4 extended cab 151K 6.5, remote mounted PMD #9 resistor, SS lift pump, marine injectors, air intake, fluid dampner, new secondary balancer, cooling upgrade.
    2006 Silverado 4X4 crew cab 222K stock, Duramax LBZ, K&N cold air intake.
    1997 S-10 Blazer 4x4 210K 4.3 stock
    1990 LMC 5 passenger snowcat with 6 way blade, AMC 258, upgraded ignition, clutch fan, 200 amp alternator.

  2. #2
    Join Date
    Feb 2007
    Location
    Baja California Sur Mexico
    Posts
    2,806

    Default

    Try a search on this site, I saw a post where some grinding was nescessary to make it fit.
    Grant H.
    1995 6.5 turbo GMC K2500 extra cab 4x4 pickup, PMD under bumper, mechanical wastegate, 228,000 miles, rebuilt engine, 4.10 diff, 16 mpg
    1994 6.5 turbo GMC K2500 4x4 suburban "F" VIN #9 resistor, PMD in the bumper, mechanical waste gate, 226,000 miles, Positrac 3.73 diff, 17 mpg highway.
    1982 4x4 shortbed 6.2 Chev 260,000 miles untouched motor 17 MPG 4.27 diff. Best thing I ever owned, 21 years.

  3. #3
    Join Date
    Jul 2011
    Location
    Payson, AZ
    Posts
    9

    Default

    Thanks for the info I finally figured out the issue, fuel return line in the way. Reshaped and got the part to fit fine. Now my problem is that I am not getting the same results that I have read from others. When I did this upgrade I also got the severe duty cooling fan plus I installed a brand new radiator including new GM surge tank cap. The system will not build pressure on its own, but will just fine with a pressure tester. Trucks runs great has plenty of power and stays cool until I hook up a 10k trailer. Then its all over. Trying to climb a moderate grade (3-4%) for about 2 miles takes the temp well over 230 and the fan doesn't lock up until it gets that hot, then it disengages at about 220. Not any better than before, maybe worse. Obviously the truck defuels once it gets hot and the power is gone. 1995 K2500 151k on the engine, stock exhaust (cat) SS diesel intake, SS lift pump, remote PMD #9 resistor and now cooling "upgrade".
    What did I miss or do wrong??
    1995 Silverado 4X4 extended cab 151K 6.5, remote mounted PMD #9 resistor, SS lift pump, marine injectors, air intake, fluid dampner, new secondary balancer, cooling upgrade.
    2006 Silverado 4X4 crew cab 222K stock, Duramax LBZ, K&N cold air intake.
    1997 S-10 Blazer 4x4 210K 4.3 stock
    1990 LMC 5 passenger snowcat with 6 way blade, AMC 258, upgraded ignition, clutch fan, 200 amp alternator.

  4. #4
    Join Date
    Feb 2007
    Location
    Baja California Sur Mexico
    Posts
    2,806

    Default

    I don't know how you can tell when the fan locks/unlocks while driving, but it should lock at a much lower temperature, mine will lock while at idle, also mine does not defuel at 230 deg when towing. Do you have a separate trans cooler? The hot trans fluid will heat the radiator when the torque convertor is not locked, the fluid has to go through the extra cooler before going through the radiator.
    Grant H.
    1995 6.5 turbo GMC K2500 extra cab 4x4 pickup, PMD under bumper, mechanical wastegate, 228,000 miles, rebuilt engine, 4.10 diff, 16 mpg
    1994 6.5 turbo GMC K2500 4x4 suburban "F" VIN #9 resistor, PMD in the bumper, mechanical waste gate, 226,000 miles, Positrac 3.73 diff, 17 mpg highway.
    1982 4x4 shortbed 6.2 Chev 260,000 miles untouched motor 17 MPG 4.27 diff. Best thing I ever owned, 21 years.

  5. #5
    Join Date
    Jul 2011
    Location
    Payson, AZ
    Posts
    9

    Default

    This truck has factory installed external coolers for both transmission and oil. Tranny still goes through the radiator as well. No auxilary electric fan though. Normally I can hear when a fan clutch engages as the extra noise from the fan is pretty apparent. I could tell when the stock fan was in or out and would expect the severe duty fan and clutch to be moving massive amounts of air when locked. The one on my DMax is easy to hear when engaged, and the truck cools quick too. Just to be certain that I am not chasing a ghost, I bought both temperature sensors today from a local GM dealer. I don't know if either are bad, but if the calibration is off the guage could just be reading wrong, and the one that the computer monitors could also be making the computer make adjustments based on the wrong engine temperature. The lack of cooling system pressure and no coolant loss doesn't fit with a overheat condition either.
    1995 Silverado 4X4 extended cab 151K 6.5, remote mounted PMD #9 resistor, SS lift pump, marine injectors, air intake, fluid dampner, new secondary balancer, cooling upgrade.
    2006 Silverado 4X4 crew cab 222K stock, Duramax LBZ, K&N cold air intake.
    1997 S-10 Blazer 4x4 210K 4.3 stock
    1990 LMC 5 passenger snowcat with 6 way blade, AMC 258, upgraded ignition, clutch fan, 200 amp alternator.

  6. #6
    Join Date
    Dec 2008
    Location
    Conesus N.Y.
    Posts
    100

    Default

    When my fan clutch engages it is also at about 220. It does cool down fast though and then slowly goes back up. I have the 180 deg thermostats and the duromax fan upgrade. My ride is 12000 as is and could probably use a radiator upgrade.
    I have a 1997 horton 4X4 ambulance converted into a motor home. New hot glow plugs, remote PMD and cooler and air induction kit. New duramax fan and 180 degree thermostates. I also own two 99 suburbans.

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