[Archived]

Obviously, the gauge did not get damaged, it just sat there. Power gone….boost gone….CF of air gone.

Now, I’m gone.

You guys take care. I’m outta here.

[Archived]

Bill,

I can understand the frustration as I’ve had it with differnent vehicles over the years.

I have to say, 10 yrs. dealing with your issue is way more than I could handle. I’m sorry that the advice here didn’t work out for you.

Hope to see you on the road one day. Safe travels.

Mark

[Andre]

Well, I guess since he has lived with it for 10 years, another 10 won’t hurt…

If he is unhappy with the information he recieved here, then nothing will please him. Too bad he thinks he has issues, but if what others say about pulling that hill he mentioned, it seems his isn’t doing too bad…….

[Jason]

I weigh in at about 45,000, 60 series 470 HP Allison 6 sp, I don’t see anything shabby about being able to go up either side of the Grapevine at 40. My last trip to Riverside and back to Portland I got about 7.5 mpg which I thought was pretty decent considering the amount of hills in Southern Or, Northern Ca and of course the GV.

Some of the problems Bill described would difinitely be fustrating, hope he finds the problem sooner than later. Ten years tho, good grief I give him credit for hanging in there.

P.S. is there a spell check here somewhere that I am missing? I don’t see one.

[Dick]

I don’t know if there is a way to post a video but in the meantime, if anyone is interested, here’s a video of my anemic turbo boost. Ignore the first part where the gauge never moves. When you get to the next shot of the boost being at zero I will have punched the gas on a flat road. The gauge does not even start to move until I am doing about 5MPH and it tops out when I am doing 45-50 and have to back off the gas. The entire video is under full throttle (until it kicks back at the end).

https://www.flickr.com/photos/123422206@N05/13893772361/

[Ken]

Something is blocking or restricting air flow to the turbo charger or there is a leak in the exhaust system up to the turbo, or the turbo is the wrong size or has problems.

I would have expected to see 21 to 25 PSI boost.

[Bill]

Bill,

Could you make a full throttle video that includes the Tach, Speedo, exhaust pyrometer and boost gauge?

Maybe
you have already checked this. The 40 ft or so of tubing between the
engine and the boost gauge. It’s something a mouse could damage.

Ken

[Bill]

I can do that. You will be horrified when you see how high the pryo temps go!

[Archived]

His turbo boost is going to depend on the turbo hot housing and which injectors the engine has the 4775 or the 4915 A/R of 1.23 or 1.39 for the TV 8513 turbo. If he looking for starting turbo boost then he needs a smaller hot housing torque power at hiway speeds then the larger hot housing fwiw the injectors set on 1.460

good luck

[Archived]

The best he is going to do with the DDEC 1 without some modifactions is going to be 450hp with 1425 lbs of torque with a a TV8513 turbo A/R 1.39,4775 injectors set on 1.520 and the boost pressure is going to be in the 18lb range sorry guys I still cannot make the edit work for me

[Alvie]

Everyone worries about pyro temps. Please show me a link or limitation specified by Detroit Diesel.

I don’t want any theories, OWT, advice from an experienced 2 stroke mechanic. I want to see the Detroit Diesel limitation, and if they have what they consider a normal operating range I’d like to see that also.

FWIW my 475 HP 8V92, max throttle, pulling hard up a hill 1100 degrees. Boost was around 21 to 25 and I cannot be more precise because I cannot remember. When it wouldn’t reach the upper boost pressure every single time it was either a leak in the exhaust pipe to the turbo or a crack in the manifold or a failed manifold gasket.

If the pyros are higher than the 1100 I would strongly suspect the coach is getting less air and more fuel because diesels run lean of peak exhaust gas temps. (I think)

[Archived]

Jon, you can find that info in the engineering bulletins supplied by DD it will have the all the answers for you,turbo pressure,intake cfm,exhaust temps,exhaust flow cfm,rpms, hp and air box pressure try bulletin 134C

good luck

[Archived]

The injectors are 4475’s and the initial settings were the .46 but after Stewart and Stevenson screwed with the engine it was blowing a lot of black smoke and another shop set them to .52 (IIRC) which cut the smoke to nearly nothing. I just wonder is the idiot at Stewart / Stevenson could have changed the timing somehow as that’s also when my exhaust temps dramatically increased. For those questioning exhaust temps, I can only compare what they used to be and what they are now. They never exceeded 1000 degrees on a hill climb and now will go to 1200 and shut the engine down and straight and level driving used to be in the 500 degree range and now runs around 700.

[Matthew]

Clifford,

Couldn’t find a copy of the bulletin 134C on the internet so I have requested it from Detroit.

Bill,

I drove my 8V92 like I stole it and I could never exceed 1100 on the pyros with the most agressive max HP hill climbs. If you are running 1200 plus my guess is your fuel / air ratio is on the rich side which theoretically should give you greater HP than standard because you are getting closer to peak EGTs but if your air is choked off compared to what it should be you may be running less HP, but at a richer mixture.

I still wish we had limitations available to all of us beyond the sketchy information we currently have.

[Archived]

Here is the specs on your engine the 1000 degrees is where it should be under full throttle and load

RPM 2100 no load

HP we will use 475 ok

Intake cfm 1500

Exhaust Tempature 850 degrees

Exhaust flow 3965 cfm

Turbo boost 18 to 21 lbs

Ideal MPG range exhaust temp 800 to 850 degrees turbo boost 10 to 12 lbs depending on the hot housing some do fine with under 10 lbs of boost@1800 rpm

good luck