[Bernard]

I have a hard time accepting the HP claims. I go up hills like everyone else. When I head north about 50 or 60 miles from home is a hill that is long and steep enough to prevent me from holding the speed I like.

Coming up that same hill from the opposite direction is the same situation, where if all the planets are lined up I can go up it faster than trucks, but holding my desired speed is difficult if not impossible.

I have two large HP consumers on my coach with my clutch driven fan and my OTR. I can watch my temp gauge and see when the high speed fan kicks in, and I can turn my OTR on or off anytime I want and I cannot say with conviction I can detect any measurable increase in available power when my high speed fan cuts out and drops to the low speed, or when I turn off the OTR. I am sure I can get improved performance when the high speed fan is not engaged, and when combined with turning off the OTR I should see or feel some impact, but if there is a change I don’t sense it.

What I do sense clearly is the difference between when I have the Hummer on the back compared with when it is only the coach. Dragging that 6700 pound load behind the bus is very clearly affecting hill climb ability.

[Archived]

Jon, two things:

1. After the in-frame cleaning of my radiator we are measuring a 30-degree delta-T between inlet and outlet at idle. Our only basis of comparison was a S60 coach which measured 60-degrees, but those engines run hotter than 8V’s. Do you or any members know what the design-spec for delta-T on an 8V92 was?

2. On an 8V92 with DDEC and electronic injectors, what else is involved in controlling injector timing and fuel mixture? Are there other sensors or inputs to the DDEC that get crunched to then adjust the injectors?

Thanks!

[Reagan]

Everything is in the programming. Unless someone has monkeyed with injectors I would go to the default setting FOR A BUS.