[Harry]

Jeff,

Good info, but your link didn’t work, but I used this link to get to their site: https://www.steinbauer.cc/us/

I also viewed a video on UTube in reference to Motorhomes. Interesting, especially if you live out West in the Rockies: https://www.youtube.com/watch?v=vfOghWXITXE

[Archived]

Which model year engines does it work on?

[Archived]

OK, I’ll play the part of the naysayer.

Before anyone has had this system installed has a benchmark for performance been established? I am talking about timed acceleration, hill climb data, fuel consumption, etc. This data needs to be from a large block of time such as mileage data, and multiple performance measurements such as timed accelerations or hill climbs.

It is easy to make a lot of claims. What is not so easy is backing up the claims because there is a lot of factors that not only impact performance, but also the engine health.

I could not get the video to play so I do not know what is being claimed or how they deliver the performance.

[Dick]

I fixed the link for the rockie…

[AL]

I got to the site OK, but I can’t get the videos to play. Jon must be trying to watch the videos on his flip phone and has the Steinbauer website all locked up this morning.

I was awfully surprised to see a massive farm tractor when I took the link. Was NOT expecting that at all. But then after a few seconds of looking at the more massive farm implement behind the tractor, I realized that farmers need LOTS of power to effectively work their fields. This should be interesting … especially when Jon is done watching the videos.

[Archived]

They just increase the injection time, putting more fuel in the cylinder. They offer a module for each displacement and power configuration of Detroit engine. Example: mine is a 12.7 liter series 60 fueled to make 430hp. The Steinbauer part number for that app is 220061.

Some questions: more power = more heat, cooling capacity? After treatment component affects? Drive train/transmission torque capacity?

[Archived]

Morning guys,

We’ve had the Steinbauer module since either 010or 011 and it really made a big difference on overall performance.

Our good friend and diesel mechanic recommended it because thought if I had the option to turn it up I might be a little overzealous with it :).

Our mileage towing at that time was 4.6 and we can do 5.6+ no problem. Have had legs where we were in the 6.5 range when we were in Ca and speed limit was 55.

All in all we are happy and would do it again.

Looking at the tables online it really puts the Volvo up there in torque and horsepower as well.

Hope this helps,

Chris

[Archived]

Chris,

I don’t doubt there is a benefit, but I think it needs to be quantified. When the guys were buying the Ugly Fix their claims were up to 1 1/2 MPG increase. That was bogus because the bottom line is about .5 MPG. That is still not a bad improvement, but it is nowhere near what people would expect.

When Parliament first advertised their fuel additive their claim was a 15% increase in fuel mileage. Again I called BS and they allowed me to test it. (At my expense BTW). After almost a year the improvement in mileage was nil.

We all want more power and less fuel burn. But I will not pay $50,000 to get a 5% improvement in power and economy, but I would pay something which is why I would like to get numbers.

[Roscoeapproved]

I am getting more data that I can post, however this is the real deal…I started looking after I was not happy with the ugly fix and what it was and was not doing….This is available for all engines, ordering one for my dodge as a daily driver and driving 45 minutes each way daily I can see what I am getting consistantly also….

---

Jeff and Lindsay

91 Marathon XL

[Roscoeapproved]

Jeff,

That opens up a line of questions………first, we know the EGR burns more fuel because when it goes into EGR mode the fuel flow is increased along with turbo boost to compensate for loss of power that will occur when the engine is trying to run on exhaust fumes. Does this module “delete” the EGR? By deleting I mean does it disable it so that is not inhibiting performance and eating up mileage.

I understand that there are many ways to “tune” a diesel, and any one change such as increased fuel flow forces additional changes such as timing. Those changes then increase the heat of combustion (which is why the EGR is there in the first place) and in turn that increased heat brings about the need for another timing change. Where I am going with this is some performance boosters come at the expense of engine longevity. Some can be very damaging because they increase internal cylinder pressure which is typically an increase in power if done right, or detrimental if done wrong. Some clues are the EGT but we no longer have pyrometers on our engines to measure exhaust gas temps.

Our mutual friend turned up my fuel flow, changed the timing and the result was an increase in power such that at normal driving my downshifts were significantly reduced. I failed to get some baseline data because I did not know the changes were going to be made the day they were done, but I know I am burning clean, saving fuel, and can top Jellico mountain southbound at the speed limit towing the Hummer which I could not do previously.

---

Jeff and Lindsay

91 Marathon XL

[Will]

I would be interested in finding out how it interacts with those of us who have aftertreatment on our engines. I do not have DEF, but do have a particulate filter and catalyst and do regenerations. Do these things work under those parameters without screwing anything up?

I ask because almost all of the other solutions stopped prior to the 2007 EPA engines.

[Bernie]

[AL]

I had Jeff install the engine module on my coach earlier this month. I have a 2007 Marathon H3 on a 2006 chassis. Series 60 with EGR (ugly fixed). First impression is that there is significantly more power. Drove Chattanooga to Bella Terre and back. No more losing speed on the up hill sections of 59 and 65. Early acceleration seem much improved. Mileage normally on this trip on the DDEC is 5.8 for the whole trip. This one was 6.4. As this is one trip I would not put much stock in that increase until I have several trips of varied terrain. I did not notice any change from my usual engine temp or other readings. No engine smoking.

As Jon would point out, impression and fact can be very different. In the next month I hope to run some tests of acceleration with and without the module plugged in to get some actual data to see if my impression is what is really going on. When I get the tests done I will report the results.

The install takes at most 30 minutes as the module just plugs in between the DDEC and the engine control port. Price, you’ll have to check with Jeff as I do not know if the price varies by coach engine vintage etc.

Chris

[Dick]

Jon,

This is Jon as well! I asked you some question a couple of years ago when I was looking for a Coach. You were very helpful and I respect your opinion. So I now turn you, I did purchase a 2006 Liberty Elegant Lady and now I’m experiencing a “check engine light” illumination problem that Prevost Mira Loma can not seem to resolve.

The check engine light came on and continues to come on when climbing 4%- 6% grades, while on cruise control (seems like cruise allows the coach to climb better than manual acceleration) and when the trans downshifts to 3rd gear. The light stays on for about 30 seconds and goes off. If still pulling the grade after a few minutes the light will cycle back on and off. Once on flat highway on on minor grades the light does not come on.

The codes are 39 147 VNT Vanes not responding – boost power

39 147 VNT Vanes not responding – EGR

44 172 Air inlet temperature high

I brought the coach in to MIra Loma 5 weeks ago and they pulled the engine performance and stated that the EGR was stuck open causing the engine to pull in hot exhaust during heavy strain rather than cold or cool as should be. They replaced the EGR and EGR cooler (bolts broke off on the cooler so it was replaced. Road tested it and the check engine light still came on. Not coming out of EGR mode. Prevost sent it to Valley Detroit to program ECM and verify operation. Reset engine parameters, and inspected ECM and Harness and indicated no issues found. Injectors slightly over fueling but within specs.

I live 5 hours north so had left the coach for all this work to be done. I picked up the coach drove to Montana on a shore 3 week trip and check engine light came on and off at every grade between CA and MT. I brought the coach back (have not paid the bill) for them to continue to determine the problem.. I purchased and had an Ugly Fix installed as that was thought to bypass the EGR and would resolve the problem. Test drove and check engine light still coming on. I searched for threads on these codes and what the fix could be with no success. I am sitting at Prevost Mira Loma as I type this looking for solutions

Do you have a solution or a direction to chase? Or someone to call that has experienced the same issue?

[Walter]

Jon,

I might be able to help. When I can get back to the bus to see my service log. I had similiar issue codes the same with the exception of I don’t think I had the temp. It took about 6 – 7 months and three places to finally figure it out. Was a faulty sensor of some sort… i have the numbers and stuff and my coach is close to yours so it might help.

Is your engine derating when you get the check engine? Mine did and it wouldn’t reset until I power down and restarted.

Bill