![]() ![]() The spool valve in a hydro-boost works in a similar fashion.įigure 5 shows a cutaway of a hydro-boost with all the major components labeled. The fluid flow is now from port 1 to port 3 with port 2 being blocked by land #2. Figure 4 shows the spool valve moved to the left which changes the fluid flow. The spool valve is positioned in figure 4 to allow fluid flow from port 1 to port 2 while port 3 is blocked by land #1. The path of the pressurized fluid from port 1 is determined by the position of the spool valve. ![]() ![]() The raised portions of the cylinder are called lands while the indentations are called annular grooves.įigure 3 shows a simplified spool valve positioned in a bore with three ports. The surface of the spool valve is highly polished to form a sealing surface. A spool valve is basically a hollow cylinder with a number of rings machined into it (see Figure 2). Spool valves are used in a variety of hydraulic components, such as the valve body of an automatic transmission. The power steering pump supplies pressurized fluid for both the power steering gear and hydro-boost.įluid flow in and out of the hydro-boost is controlled by what is known as a spool valve. The hydro-boost is plumbed in line with the steering gear. A typical hydro-boost is shown in Figure 1. Proper diagnosis of hydro-boost related problems requires an understanding of how the system works. * Ford Super Duty series trucks equipped with Diesel and * Dodge Ram equipped with Cummins turbo diesel * 1996 and newer Cobras and all V8 Mustang Hydro-boost has been used on a variety of vehicles since its introduction and OEM applications presently include: The vehicle requires more assist than is available from a vacuum booster.There is limited space available for the power assist device.There is no vacuum source available, as in diesel engines, or the vacuum source available is too weak to adequately supply a vacuum booster.Power is transmitted via a six-speed Allison manual transmission. The engine wields 620 foot-pounds of torque, the twisting energy generated inside the engine to give the truck its hauling capacity. It features a 4-inch bore, 3.89-inch stroke and a 17.5:1 compression ratio. The 330-horsepower diesel is perhaps the most popular of the three engine selections. The 2009 medium-duty GMC could be equipped with one of three engines: the gasoline-powered 325-horsepower Vortec 8.1-liter V-8, the 300-horsepower Duramax 6.6-liter diesel V-8 and the Duramax 6.6-liter diesel generating 330 horsepower. ![]() A special feature was an automatic shutdown system for the engine to prevent damage if the engine suddenly lost oil pressure or experienced another malfunction. The 2009 medium-duty TopKick features a state-of-the-art comfortable interior with driver- and passenger-side airbags, air-suspension bucket seats, a curved instrument panel for easy navigation, underseat storage and two 12-volt AC power outlets. They are also used as flatbed haulers and tow trucks. The trucks are primarily used in regional hauling operations, such as carrying cargo from one city to another, or for workhouse duty at construction sites employed as dump trucks or water trucks. Models featured two- and four-wheel-drive. Seven models were offered in regular and crew-cab configurations. The medium-duty GMC TopKick is formally identified as the C4500 Series with a gross vehicle weight rating ranging from 16,500 to 63,000 lbs. Models were still sold in 2010, according to MSNBC. But GM couldn’t find a buyer, and the GMC TopKick and Chevrolet Kodiak ceased production in 2009. Financially troubled GM announced in 2007 that it planned to sell its medium-duty truck line. The Chevrolet version took on the “Kodiak” nameplate. Initially identified as the C-Series, GMC officially took on the TopKick moniker when the second generation of trucks was launched in 1990. General Motors began production of the GMC medium-duty C-Series Topkick in 1980. ![]()
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