David
Forum Replies Created
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Steve,
Pittsburgh Power can repair/rebuild your ECM too.
They also have remote diagnostics all over the country.
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If you think the ten year rule is difficult to deal with, can you imagine trying to get a Super C into a nice campground if their perception of a Super C is this?
I suspect it has a screen door too!
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Yup
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Mr Iowa …You forget who has the money this time of the year.
Cleaning up all those pretty corn weeds this fall has to put lots zeros on the left side of that bank balance.
Sorry Dick no addition to trophy room this year !
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That’d be a hoot…. we have bus #827!
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Curious , what kind of “flush” would break loose calcium deposit?
That stuff is tougher than Powdercoat;)
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Don’t know how to fix the problem of email.
When I select to email it does windows email which I don’t have.
Then when people try to email me back they can’t get email to work.
How do I get PC email to use my email?
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Here is a page with a video link Headhunter just sent me for an issue I am having on a boat. It pertains to any Headhunter pump installed in a coach or boat.
Chuck
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Matt,
Do you know if Chris used to work at Taylor Tours in Phoenix?
Bill
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If you like good Cheddar, you should be looking to get some of the U of O “canned” Cougar Gold Cheddar. This is some of the best cheese ever! You can only get it during the Winter and it can sell out before the Holiday’s so be sure to order early or be left in the dust.
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I thought See level tank monitors were for plastic tanks only. Do they have a version now for stainless / aluminum ?
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You will have to ask Detroit Diesel that question. You are certainly able to run your engine however you wish. I prefer to err on the conservative side.
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I really don’t see how the Jake would add much heat since there is no heat added at the compression stroke other than the heat from compression, which is not much. On the intake stroke the engine draws in cool, fresh air, helping cool off the engine.
There is a lot of braking power from the Jake between 2,100 and 2,500 RPM. The 2,100 RPM limit is for the engine under power. The no-load RPM limit is 2,250 RPM, as per the placard on the side of the engine, and the redline is 2,500 RPM per the manual. There is no reason not to use the Jake braking power between 2,100 and 2,500.
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Good point by John on watching the engine rpm during all this.
I use the DDEC display panel to monitor transmission temperature. With my coach and my diminuative Z3 toad, I have been able to go down any hill I have encountered so far in up to 90 degree ambient temps and keep the trans temp under 230. Why 230, well I read a post by Jon once on another forum from a long time ago, and he said he liked to keep his under 230 so it seemed like a good number. I am getting old and I learned a while back to respect or at least consider the opinions of those older and more experienced.
I managed the transmission remanufacturing business when I was at Ford and know that nothing kills more automatic transmissions than heat. It damages the fluid affecting its friction characteristics, the clutches slip and you end up with even more heat, disintegrating the clutch plate friction material and bad ending.
My trans tends to run about 208 or so cruising down the road on a hot day. The trans is cooled by a oil to water cooler that dumps heat to the engine coolant. There is a smaller maybe 10″ by 15″ oil to air cooler in front of my radiator that I suspect is in series, I’m not sure if before or after the oil to coolant cooler. As small as it is, hard to believe it does much, is similar size to those on pick up trucks.
So bottom line, I manage my downhill speed by watching my trans temp using the DDEC display temperature. If the temp is rising it tells me I am turning potential energy of altitude into heat faster than my vehicle systems can dump it to the air. I brake to slow it down, shift to a lower gear. I use whatever retarder setting is needed to keep the vehicle from speeding up without braking, all the way up the “highest” setting. If it won’t keep it from speeding up at max, repeat the cycle, brake to slow down, lower gear, set retarder to prevent speed increase, watch trans temp.
Has it never gone over 230? Yes it has a few times, but not much over and I let it creep a few times when I knew I was near the bottom of the hill and it would not be going much higher.
As I said in the post on the brake pad thread, the slower speed is all about the rate at which you dissipate the energy. Going faster does not create more potential energy to dissipate, that is determined by the mass and the altitude difference. What going faster does is force that energy dissipation into a shorter time period. Going slower takes you longer to get down the hill, allowing more time for the energy to dissipate into the air.
Yes a faster moving vehicle has more kinetic energy than a slower moving one, but that only applies to figuring how much heat you generate and have to dump when coming to a stop or slowing from some speed to some-x speed, but that is a one shot deal, and that is not what we are talking about here – which is a long ride down a mountain.
Then there is always this option – looks like the brakes – or something – is smoking on that baby, maybe lonestar can tell us how it works on his drag car . . .
