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Old 09-18-2010, 09:07 AM   #15
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. I have not seen a direct drive cooling fan on a motor home except in Class Cís and even those have clutch fans or electric cooling fans.
Thanks again Monte... My knowledge on this is obviously limited but I think I understand your explanation of how the fans work, but won't higher RPM run the "water pump" faster to circulate the coolant through those fans more quickly?

Rick
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Old 09-21-2010, 12:59 PM   #16
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Thanks again Monte... My knowledge on this is obviously limited but I think I understand your explanation of how the fans work, but won't higher RPM run the "water pump" faster to circulate the coolant through those fans more quickly?

Rick
Rick,

First, my experience: when the engine temperature exceeds 200-205, I downshift. The Allison transmission won't let the engine overspeed or, for that matter, lug.
To answer your question: There are at least three different arrangements for the Alpine cooling system, dependent on date of manufacture. For my '01, the control is simple: a "wax valve" closes when the coolant temperature approaches 195, maximizing hydraulic pressure and flow to the fan motor. There's no input from the A/C. The higher engine rpm's increase the output of the hydraulic pump, producing higher fan rpm's. Yes, of course the coolant flow goes up too, but if the coolant's too hot increased coolant flow won't cool it much. I need increased air flow through the radiator.
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Old 09-21-2010, 02:03 PM   #17
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All - Hmmm, again, Hyd pump, not sure where it's driven from, at first I thought it was fan belt driven, but maybe it's PTO driven. I don't know, but now that I have read various recommendations on RPM's I will up mine to the 1800 everyone seems to feel is right. I have never overheated going up a hill except that 95 degree day climbing Mt Hood. I watch my RPM's, and engine temp, letting the ECM manage the torque output. But since I do watch RPM, I am going to assume I have some input to torque. I am going to call Cummins to see what they say and will report that info as I get it.

I called Cummins, and talked to a nice lady who checked with a tech at lunch. She reported that the governed RPM of 2200, can be run at all day and it won't hurt it. So everyones feeling that 18-2000 RPM's is ok with them. I will now use a higher RPM when climbing hills. This begs the question then, should I let the allison manage my gear choice or should I use 4th and a higher RPM level?
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Old 09-21-2010, 08:07 PM   #18
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This is forum discussion at its best! Great information. Thanks all.

Rick
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Old 09-21-2010, 09:07 PM   #19
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Monte,
FWIW, I will let the Allison pick the gear. If it keeps shifting back and forth between say 4th and 5th, I will select 4th manually and watch the RPM. I have run 1800 to 2200 RPM up about 5 miles of 6% to 7% grade in central Idaho in August and had no problem with heating up, this was while towing.
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Old 09-21-2010, 10:54 PM   #20
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Monty:

I usually let the transmission/cruise control pick the gear when climbing. If I get into 7% or better or very winding mountain roads, the temperature starts to creep up. I then select 4th gear and the temperature comes right back down. It seems 1800 to 2000 rpms is the optimum cooling range.
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Old 10-06-2010, 02:45 AM   #21
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All - Follow up on this topic. We went from Chehalis, WA to Crescent Bar, WA (George, Wa) and over Highway 12 (White Pass). I manually selected 4th gear if the coach hunted to keep a gear, and kept my RPM's in the 1800-2000 range. I never got warmer than 199F and this is with the Jeep Wrangler in Tow. It always cools down once the real load is off, normally within a minute or less. I do let it cool down 4-5 minutes after a long pull if we are stopping. So keeping the RPM's up is the ticket to a cooler engine. Great thread, and Info.
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Old 10-06-2010, 10:44 AM   #22
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Ditto here Monte. A few days ago we had to make the climb out of Camp Verde, Az southbound on I17 in about 99 degree heat. Although I could pull it in 4th gear, I was getting too hot... up to 210 and climbing... so I had to slow down a bit and force a downshift to 3rd and just hold the RPM at about 2000. Cooled down to 195 nicely.
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Old 10-06-2010, 10:58 AM   #23
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My temps run about 190-200 With the VMSpc I graph it and can see when the thermostat cuts in and out. My highest temp that I remember was 213. So yours sound normal to me.
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Old 10-15-2010, 11:20 AM   #24
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On my 2000 with the 330hp engine my idling coolant temperature is 180 degrees. This is read from a Cummins Road Relay unit.

After a trip to Lake Tahoe I placed the end of the radiator overflow tube into a clear plastic bottle to collect any coolant that may otherwise end up on the road. With the hose extending to the bottom of the bottle the coolant is sucked back into the surge tank when it cools down.
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Old 10-16-2010, 08:21 AM   #25
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My 04 temp gauge reads ~5 degrees higher than what my VMSpc registers, sometimes more.

VMSpc running temps are between 190 &210.
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Old 10-16-2010, 08:54 AM   #26
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I always let the Allison choose what gear it needs to climb a grade and the resultant rpm's. The only time I will manually downshift is for the rolling grades where the Allison is "hunting" back and forth between gears. Don't like that constant hunting so I lower it one gear. Regarding the coolant temps, the VMSpc is a far more accurate reading of the coolant temp versus the dash analog gauge. My ISC 350HP runs around 182F- 186F. When climbing long grades like the I-5 in southern Oregon which is 7-8 miles long, depending on outside temps, the coolant has never gotten over 200F on the VMSpc.

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Old 10-16-2010, 03:27 PM   #27
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My 04 temp gauge reads ~5 degrees higher than what my VMSpc registers, sometimes more.

VMSpc running temps are between 190 &210.
We normally run about 183 by VMSpc on mostly level roads, so I guess that's where the radiator thermostat opens. The fan seems to come on at about 195.
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Old 10-18-2010, 03:57 AM   #28
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All - this is off topic a mite, but a post above reminded me, that if traveling and heading south from Oregon, take the Highway 58 east until you get to US-97 south. This take you to Weed, CA, and the advantage is you climb up the hills one time, and then stay up top until just before the CA border, where there are two little climbs and descents. Heading the other way in Weed, CA takes the US-97 North, then the Highway 58 west, and then merge with the I-5 North just south of Eugene, OR. US-97 has wide lanes, and wide shoulders as well, and the sight distances are long. The only sort of narrow spot is just along Klamath Lake for about 11 miles. There is presently road construction to make it wider, so it will improve in time. There are not many places to stop and eat other than a couple just before the 58 merges onto the 97 south. The mileage difference is 11 miles over the I-5 route according to MapQuest. The casino just North of Klamath Falls, OR will let you stay overnight free, provided you join the players club. The buffet was ok according to my friends who tried it. Now this will help keep the engine cool, and not use as much fuel, so now my post is not off topic after all. I have driven this route twice now, and find it much superior to the straight I-5 because of all the passes you have to climb and get behind the trucks passing each other. We have not ever been held up doing it the way described above. With winter coming snow will be a concern, but it’s a dry snow over the 97 route, and they keep it plowed real good.
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