Trying to determine exact engine in this RV - 97 HR Imperial

[Piker]

where you put your egt probe is not really a huge deal so long as you know what the temps should read at that point. Post turbo readings will be in the area of 200 or 300 degrees lower than pre turbo. The goal is to try to limit EGT at the cylinder head port to around 1250. I've got my probe installed in the exhaust manifold, just outside of cylinder 5... so it's catching #5 and #6 almost as soon as it comes out of the head. #6 is the hottest cylinder.

Tom,

I wonder if some of your methanol is actually burning in the exhaust after exiting the head, causing the increase in temps. I honestly have never heard of anyone running 1 gallon per minute... did you mean that or do you mean 1 gallon per hour? 1 gallon per minute is 60 gallons per hour, or about 5 times what I'm dumping in mine. I'm not saying I know what i'm talking about here, but I've just never heard of that kind of flow except in pulling trucks...

-cheers

[slemnah]

Tom, I think that you might want to consider moving your EGT sensor to the engine side of the exhaust manifold pre turbo to get an accurate reading of EGT. The 1250 degrees F is very important to monitor and you can't do it post turbo. What if any benefit would the water/methanol do for a C13 525hp CAT? I don't have a pyrometer installed on my CAT so I have no idea what kind of temps I have. My boost is 40psi on a hard pull which I am told by CAT is normal on that engine. Just curious. Don't really need anymore power but I am like Tim Allan. More power!

[tom chelbana]

Yes I have two lines with the biggest jet snow has on each one which is .625 gallons per minute. The use is very close to 1 gallon per minute. I added extra pump from the tank to the main pump so there would be no problem with 1/4 inch line. I might cut back on the 50/50 mix and run 75% water as I keep working on fine tuning the system. Will watch EGT temps to see if it might be still burning methanol as it leaves the cylinder. It is doing a nice job of cleaning the intake and pistons because there was a lot of soot at the start when I put system on. Not much now since I have used about 20 gallons of the mix at 50/50. Tom

[Piker]

Originally Posted by tom chelbana

Yes I have two lines with the biggest jet snow has on each one which is .625 gallons per minute. The use is very close to 1 gallon per minute. I added extra pump from the tank to the main pump so there would be no problem with 1/4 inch line. I might cut back on the 50/50 mix and run 75% water as I keep working on fine tuning the system. Will watch EGT temps to see if it might be still burning methanol as it leaves the cylinder. It is doing a nice job of cleaning the intake and pistons because there was a lot of soot at the start when I put system on. Not much now since I have used about 20 gallons of the mix at 50/50. Tom

Just a thought... but I wonder... if in fact you do have something burning in the exhaust, that it might be diesel? I dunno, I'm just guessing here. I have heard that if you put too much water/meth into the cycle, you can actually quench the burn of the diesel fuel and reduce power. Maybe your system puts enough methanol into the cycle to maintain power just from the burning of the methanol, which I would think would burn quickly, and the leftover water is quenching the burn of the diesel, which burns more slowly. Of course if that were the case, I'd think you would see some black smoke. Like I said, not an expert here... just find this stuff interesting. Wonder if someone could get Mr. Snow here to the forums to comment...

-cheers

[tom chelbana]

I have contact Snow Tech and shared with them the info. we have been talking about and will share when they respond. Tom

[tom chelbana]

Talked Snow today about the high EGT reading 1300F plus. Again I am only interested in performance up grade on 6 plus% grades. The power with dual .625 jets is about 10 mph increase on 6% grades and am now pulling these grades in 5th at 60 plus mph. The system jetting the way it is now it is using about 1 gallon of 50/50 mix and with this quantity that most be the reason of the high EGT reading. Going to go with a 75% water and 25% methanol mix and will watch the EGT reading. Should loss a little performance but should also have big enough power gains. Would really recommend EGT gauge for any performance changes to diesel engines. If you are looking for 5 to 10 mph increase on 6 plus % grades think about water/methanol system.

[Triker56]

Originally Posted by Dr4Film

I had a Banks Power Pack Kit installed on my Cummins ISC 350HP this past August by the Banks installers in Azuza, CA.
It included a new waste-gate, blower, Ottomind computer module, and two new gauges, Boost and EGT.
I absolutely love it!

Hope your Ottomind keeps working. Mine quit last May and Banks no longer have any to sell.

I now no longer have a working EGT or Boost gauge.

[ScottRussell]

Originally Posted by Triker56

Hope your Ottomind keeps working. Mine quit last May and Banks no longer have any to sell.

I now no longer have a working EGT or Boost gauge.

Sorry for the newbie question, but I'm assuming since this 97 Cummins 8.3 is mechanical injection, it has no OBD II to plug an Ottomind into?

It's a little confusing having a rig in this year range because it seems to be right at the transition between mechanical and electronic fuel injected Cummins diesels. It seems SOME RV's as late as 99, or even a few 2000's had mechanical injection, and then it also seems some 98's, or even late 97's had electronic.

I'm trying to determine what we can and can't do upgrade wise on this mechanical injected 8.3. If this was a CAR, it would have had an OBD II starting in late 1995 or early 1996, but this doesn't seem to apply to diesels, but not knowing much about diesels, I'm struggling to find clarification.

I'm told there is no form of electronic control module on this mechanical injected engine. Is that true? and if so, is it safe to assume there is no OBD II plug on this coach?

And there's the next question: what is a fuel plate? I've read the term "sliding back the fuel plate". What is that in reference to?

Thanks to anyone willing to take a few minutes to help me learn some diesel basics.

[NHRA225]

Hope you don't mind me jumping in here !
You coach is most likely a 8.3C Mechanical Inj. Engine, That being the case that engine is very easy to boost power on and still stay within the safety window for which it was designed and that includes your Allison MD3060 too.
I did the Fuel Plate Upgrade back in 2002 at 56,000 miles along with a couple of other mods that boost HP. today I have 185,000 miles and My Oil Analysis is near perfect, Just because you boost the power doesn't mean you use it all the time, But I can cruise up the North bound side of Mont Eagle at 68 and that is with my Race Trailer on the back. Typically I run at the posted speed limit and the occasional Truck passing is a breeze.
If your interested call these guy's- they are retired Cummins Engineers.
>> TST Products, Inc.

[Dr4Film]

Originally Posted by ScottRussell

Sorry for the newbie question, but I'm assuming since this 97 Cummins 8.3 is mechanical injection, it has no OBD II to plug an Ottomind into?

It's a little confusing having a rig in this year range because it seems to be right at the transition between mechanical and electronic fuel injected Cummins diesels. It seems SOME RV's as late as 99, or even a few 2000's had mechanical injection, and then it also seems some 98's, or even late 97's had electronic.

I'm trying to determine what we can and can't do upgrade wise on this mechanical injected 8.3. If this was a CAR, it would have had an OBD II starting in late 1995 or early 1996, but this doesn't seem to apply to diesels, but not knowing much about diesels, I'm struggling to find clarification.

I'm told there is no form of electronic control module on this mechanical injected engine. Is that true? and if so, is it safe to assume there is no OBD II plug on this coach?

And there's the next question: what is a fuel plate? I've read the term "sliding back the fuel plate". What is that in reference to?

Thanks to anyone willing to take a few minutes to help me learn some diesel basics.

There are two different Banks Systems that can be installed on that vintage coach.

The Banks Power Pack -

Banks Power | 93-98 Cummins - B5.9L & C8.3L>>PowerPack® System

The Banks Stinger -

Banks Power | 93-98 Cummins - B5.9L & C8.3L>>Stinger® System

Both are excellent systems.

Dr4Film ----- Richard

[DAJO]

Originally Posted by ScottRussell

Sorry for the newbie question, but I'm assuming since this 97 Cummins 8.3 is mechanical injection, it has no OBD II to plug an Ottomind into?

It's a little confusing having a rig in this year range because it seems to be right at the transition between mechanical and electronic fuel injected Cummins diesels. It seems SOME RV's as late as 99, or even a few 2000's had mechanical injection, and then it also seems some 98's, or even late 97's had electronic.

I'm trying to determine what we can and can't do upgrade wise on this mechanical injected 8.3. If this was a CAR, it would have had an OBD II starting in late 1995 or early 1996, but this doesn't seem to apply to diesels, but not knowing much about diesels, I'm struggling to find clarification.

I'm told there is no form of electronic control module on this mechanical injected engine. Is that true? and if so, is it safe to assume there is no OBD II plug on this coach?

And there's the next question: what is a fuel plate? I've read the term "sliding back the fuel plate". What is that in reference to?

Thanks to anyone willing to take a few minutes to help me learn some diesel basics.

There is no OBD II on any of these diesels. Diesels have a different system. I am not sure what they call it.
No you will not have any electronics to plug into on your mechanical 8.3.

dave

[ScottRussell]

Originally Posted by DAJO

There is no OBD II on any of these diesels. Diesels have a different system. I am not sure what they call it.
No you will not have any electronics to plug into on your mechanical 8.3.

dave

Thanks!

[DAJO]

Originally Posted by NHRA225

Hope you don't mind me jumping in here !
You coach is most likely a 8.3C Mechanical Inj. Engine, That being the case that engine is very easy to boost power on and still stay within the safety window for which it was designed and that includes your Allison MD3060 too.
I did the Fuel Plate Upgrade back in 2002 at 56,000 miles along with a couple of other mods that boost HP. today I have 185,000 miles and My Oil Analysis is near perfect, Just because you boost the power doesn't mean you use it all the time, But I can cruise up the North bound side of Mont Eagle at 68 and that is with my Race Trailer on the back. Typically I run at the posted speed limit and the occasional Truck passing is a breeze.
If your interested call these guy's- they are retired Cummins Engineers.
>> TST Products, Inc.

It appears the TST guys only work mostly on the small engines, no ISC stuff after 1997 listed on the web sight. The fuel kit they do list states it does not work on 97 and up 300 hp cummins 8.3 Disappointed since I live close to them.

Dave

[ScottRussell]

Originally Posted by NHRA225

Hope you don't mind me jumping in here !
You coach is most likely a 8.3C Mechanical Inj. Engine, That being the case that engine is very easy to boost power on and still stay within the safety window for which it was designed and that includes your Allison MD3060 too.
I did the Fuel Plate Upgrade back in 2002 at 56,000 miles along with a couple of other mods that boost HP. today I have 185,000 miles and My Oil Analysis is near perfect, Just because you boost the power doesn't mean you use it all the time, But I can cruise up the North bound side of Mont Eagle at 68 and that is with my Race Trailer on the back. Typically I run at the posted speed limit and the occasional Truck passing is a breeze.
If your interested call these guy's- they are retired Cummins Engineers.
>> TST Products, Inc.

Thanks for the heads up. If we need the additional power, I'll give them a shout and see what they have to say.