[Archived]

The new CAC likely provided the full amount of boost your coach needed. When your old one was leaking you were not getting all the intake air because so much was leaking out of the CAC.

[Chas]

Mark, how high does your air inlet temperature get?

Unless the radiator fan is on high speed you can expect the air inlet temps to be high. I think EGR engines have an air inlet sensor to activate the fan. If not or you simply want the air inlet temperature to run cooler turn on dash air or do what a lot truckers do and install a radiator fan activation switch at the dash.

A leaky CAC should not affect air inlet temperature, just the amount of delivered boost.

[Ron]

The new CAC did not make any difference in engine temperature. I didn’t hook up the iPad this trip so I don’t know what the inlet temps are. The fan is working, we tested it while at Prevost TN working on the a/c and checked both speeds.

I had one inlet temp code and a couple of “special instruction” codes on the way back from TN. Neither turn on the CEL, and both can be cleared. I have seen these since I got the coach. All depends on outside temp and if you are pulling any big hills.

[Archived]

I’d like to make an attempt at answering some of these questions.

G-Man “Was going to
start another thread but hope its ok to piggyback on this one.

I was able to play around with the DDEC pro
driver a little bit, but am wondering is there another way besides a Scan Gauge
D or using the iPad app for the RV dash to get good ECM data and clear codes?

I assume there is no
OBD port, just the J1939 interface?

The round black 9 pin Deutsch connector has J1708 and J1939 communication
lines. The round gray Deutsch connector has only J1708 communication. These are
the OBD ports for us and the heavy truck industry. The communication protocol is
different from the automotive / light truck OBD II. You can use the factory diagonstic software, DDDL to mointor most any engine parameter you can think of.

Do the 2000 up Prevosts
give you EGT’s or do you need to install a pyrometer if you want to feed that
data to the ECM? ( or can you feed it to ECM?) “

Detroit does have an option in the program for an EGT sensor. I’ve never seen
one installed on anything from the factory, but it does exist.

G-man “Thanks guys, I
am looking towards the future in regards to EGT, I realize on the stock tune
with the Detroit you can probably not hurt anything but I am considering adding
power later to increase MPG as I have done I on my current rig.

Right now I use an old
Edge tuner to monitor boost, EGT, ECT, and % of load. I tuned it with EFI Live,
picked up over a MPG adding around 60 HP but in certain situations like big
hills you need to back out of it as EGT’s will get up there. Especially when
towing heavy.

I don’t recommend anything over 10% more fuel than the
stock setting unless you have some type of EGT gauge. Most of the diesel tuners
say 1200 degrees in the exhaust manifold before the turbo on your longest
hardest pull is a safe number. All 4 stroke Detroits I have seen are set to
warn the driver when the EGT reaches 1050 degrees by turning on the CEL,
derating or stoping the engine (depending on programming) that is if the EGT
sensor option is activated. I think Jon has tried to find an offical document from Detroit that states maximun safe EGT but so far it doesn’t exist.

Gil I saw your setup
and looked at the SilverLeaf site, that may be the solution, I liked how you
have the ability to do multiple things in your dash, like back up camera etc.

I wanted to use
somthing like Torque for Android but they do not yet support J1939, Silverleaf
does but with Windows…my hope was to maybe mount a tablet and have it do
multiple things, monitor gauges, GPS, and dash cam, looks like this may work
with a Windows tablet and VMSpc from Silverleaf! “

Busman
“Have silver overlay does not show Egt shows torke”

Silverleaf does not have the option to read EGT’s or
least I can’t find it. Everything that the Silverleaf reads are standard requirements
determined by the SAE. There is much information on the 1708 or 1939 CAN bus
that is manufactory specific and only their software will decode the other information.
For example Detroit’s diagnostic software DDDL will read EGT’s, VNT vane
percentage and injection timing. Silverleaf can’t do that.

travelite “Our pre-EGR S60’s don’t use
J1939; we run J1587/J1708.”

I’m sure you’re referring to what is available at the diagnostic
port but just to clarify. DDEC III was
introduced in 1992 or 93 I think and the later software levels had J1939 communication
available. DDEC IV up all have j1939 communication protocol.

Gil_J “I think EGR engines have an air inlet sensor to
activate the fan”

I’m not sure if DDEC II had an air intake
sensor, but from DDEC III up all the four strokes I’ve seen have an air intake
sensor. The point at which the ECM requests the fan to activate varies with application
and engine type. Silverleaf can monitor this sensor.

Gil_J “A leaky CAC should not affect air inlet temperature,
just the amount of delivered boost”

I think a leaky CAC cooler would affect air
inlet temperature. At 43 lbs of boost on a hard pull I’ve seen 500 degrees on
my turbo outlet side. Some of that temperature comes from the pressure. If my
CAC was leaking enough where I was only to produce say 30 lbs of boost the
turbo outlet temperature would drop
which would drop my intake air temperature.

Mark3101 “I see the inlet
air temp to high sometimes when climbing bigger hills. Seems to be common
with our setup. The folks at Prevost said not to worry about it and my
Detroit dealer didn’t seem concerned either. I just clear them out”

EGR engines can run really high intake
temps because of the exhaust gas being dumped in the intake even though it’s been
run though the EGR cooler.

Mark3101” Hope your VPOD works ok as I went through 3 reman units
last October to get one that works…I was sitting at a Detroit dealer for
almost 2 weeks for them to finally find and fix it.”

All of that VPOD, VNT and EGR pain can be eliminated.

I’m reasonably sure all this information is
correct. If anyone has better or additional information please post it.

Thanks,

Ken

[Ken]

Silver Leaf can collect any message data transmitted over the data link as long as you know the message identifier. When you select a specificspecific engine they select the standard messages for that engine. You can change or add to that list.

[JIM]

I haven’t use Silverleaf very much. What type of identfier is it asking for? Like a hex address or PID?

[Ken]

Great info Ken, thanks!

[Archived]

Ken, you need the PID to log data that isn’t being read for the engine selected. You can also change the default PID for any reading.

[Archived]

Gil, could you give me something that the Sliverleaf doesn’t read that
you would like to see. For example fuel temperature or can you already
monitor that?

If anyone with DDEC V using Silverleaf would
conduct an experiment for me. If it’s not already monitored, the TCO (turbo charger outlet temperature)
I think the PID is 404. Set that PID up in your Silverleaf and let know
if it reads the TCO temp..

Thanks,

Ken

[Don]

Ken, I am sure it’s out there somewhere I can get the exhaust temps on any Detroit engine up to 2000 my book even has temps for the 2000,1000,3000 plus the 100,200 and 500 series which were Perkins engines rebranded as a Detroit Those are hot running suckers from a 1000 degress to 1255 degress fwiw

[Archived]

Clifford,

After seeing 1050 set
as the default from Detroit to set a check engine light I feel good about using
1200 degrees as the maximum. Usually their numbers are conservative and I actually
try to keep mine at 1100 max just in case of a very hot day or I’m not paying
as much attention as should to the gauges.

Ken

[Archived]

Ken,

This Silver Leaf document might be helpful. It has a PID sniffer so it should be able to automatically detect all routinely transmitted messages. So far, I haven’t seen a need to add any that aren’t already defined for my engine. I did have to add some for my last CAT powered coach and that worked as advertised.

http://www.silverleafelectronics.com/sites/silverleafelectronics.com/files/VMSpc25%20Manual_0.pdf

[DON]

1200 is a little for a 2 stroke one really has to push it for one to go over 1000 degress,where as the emission engine were built to use higher ETG it has been that way Europe for years the higher EGT the lower emissions I was told at a Detroit class. I checked a series 60 with CNG that pupply was 1300 F @ 1800 rpm I see why they don’t have cast manifolds

[JIM]

Thanks Gil for that link. I’ve been using the diagnostic
software on a laptop to view the parameters and my intent was to stop using it
once I was convinced my regular analog dash gauges were reading correctly. But now I’m hooked on the other information
available on the diagnostic software. The problem is there are no options for
gauge styles or size with factory software. So I think I’m going to integrate a tablet somewhere in the
dash with the VMSpc.

Ken

[Davy]

Ken, it might be easier to bury a laptop somewhere and just extend a remote display screen. That would give you more options. FWIW, when I was running VMSpc on my dash I had a split screen with Microsoft Streets on the other half of the screen. That worked well.

Now I have their glass dash and love it!