My 1994 Unihome with the Detroit 6V92 TA, is rated @ 350 HP - Does anyone know the maximum RPM's for this engine rating? I do not want to run it up to the governed speed just to find out. Some of these engines are governed at 2100 RPM's while other 350 HP, are governed at 2395. Any ideas would be appreciated. I am trying to get "torque curve" information. (operating range) Shift points that would keep the engine running in the most aggressive/opportune range. Thanks
Our engines are limited by the DDEC II to 2100 rpm (2110 exactly) where the fuel is shut off. Our fire department engines went to 2300 and 2400 rpm depending on how they were set up. I go to the fuel cutoff rpm on most shifts. Using the Jake, I let the rpm build to about 2000, use the service brakes down to about 1700 and then repeat the process on steep grades. I like to be on the conservative side since the city is no longer paying for the engine.
Even if they were fueled to a higher rpm, the injectors will reach their operational ability before the engine will come apart.
We develop 1020 foot lbs of torque at 1200 rpm with our 350 hp version. Some 520 hp 6V-92TA engines in ladder truck operation can put out about 1188 ft lbs of torque. See the digital readout on the dyno at: http://www.youtube.com/watch?v=3xy527eJ4Jw
Pierce
What Pierce said. I also go to governed speed all the time and I'm getting really close to 200,000 miles. The only way to overspeed a 6V92 is down a big hill. In that case do as Pierce (and I) do. Brake at 2000rpm.
see ya
ken
Thanks for the info. I'm setting up a Silverleaf read-out on my computer. ^.^d
Well, I just got this from Art @ Silverleaf and I can't explain it any better then he did.
"With the RPMs governed to 2110, I'm not sure how that engine is able to produce 350HP. The math doesn't work with typical injectors. On the marine version, the RPMs can run much higher--and the horsepower then follows. Yet, if we're capped at 2110, I have no idea what that set of curves looks like. No curves I found reference anything greater that 335HP (@2100.) Do you know if your mill uses the conventional 9B90 injectors?"
any ideas Pierce ? ???
@Gerry,
Was just at Silverleaf last week working with Art on our VMSpc.
see ya
ken
I would like to see a picture of your screen and could you tell me exactly what information you receive from the DDEC II ?
@Gerry
I just got mine working last week and haven't spent much time with it. Will be glad to share when I get it somewhat figured out. I do know that the DDEC does not put out near the information of the later model Cummins.
So far what I find the most useful is the road speed, cruise set speed & coolant temp. The other things are useful but these 3 are what I keep my eye on.
see ya
ken
One of the things I did notice on the VMSpc is that my coolant temp is a full 10º cooler than what the dash is showing. Anyone else see that? When I was having my overheating issues I replaced my temperature sending unit. It had no effect on the temp showing at the dash.
So which temp is the truth? :) That reminds me of a Charlie Chan quote. "Man with 2 watches never know what time it is. Man with 1 watch always knows what time it is."
see ya
ken
Ken,
When using the Pro-Link I noticed the coolant temp was 7 or 8 degrees higher than the dash gauge. I believe what your seeing with the VMSpc is correct. The Pro-link shows a coolant temp of about 183 degrees under normal driving conditions for mine. I believe the DD6v92 is designed to run at about 190 degrees.
Jerry
Jerry
There may be two temp sending units. My m11 has two. The Dash temp sender is located near the middle of the block. The ECM's sender is located nearly at the edge of the block where the coolant exits the engine.
I asked because I saw the same difference in the two temps. Shop manager thought the two locations matched the different temp readings
My VMSPC and dash gauge are pretty close. I do think however the temps are taken at two different places. I think the DDEC has its own sensor and the dash gauge sending unit is a Foretravel install. I have noticed that the temp from the VMSPC changes much faster than the dash gauge but on mine they end up about the same.
One other note, any low voltage at the dash causes the dash temp gauge to go up. I noticed on my previous 93, U225 that when I turned on the head lights the dash gauge jumped about 5 to 10 degrees. I have not seen this on my 93, U300.
My dash gauge is showing right on 180º most of the time. The VMSpc is showing 168º most of the time. That seems way too cool for a 6v92.
see ya
ken
I have seen the same increase when the lights or heater fan are turned on. When I arrived home one time and the dash temp gauge was reading 200F, I took my IR temp gun and read several places on the engine block and radiator and got approx 180F, and the oil pan read 170F. So, I don't worry anymore when I see 200F on the dash gauge.
Yesterday I drove from Oklahoma to Kansas City. Outside temp was 51 F. Most of the trip both the dash gauge and the VMSPC were at 175 F at 63 mph and 178 F at 67 mph. The terrain is mostly flat with a couple of long hills on which I went up to 180 F. Its kinda sad, I guess I am obsessed with coolant temps to know that information.
I'm thinking my dash gauge may be the culprit. Since I've changed out the sender I think I'll switch out the wire from the sender to the gauge using one of my spare wires and run a new ground just in case. If that doesn't work I'll trade out the gauge.
see ya
ken