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Old 05-21-2012, 11:28 AM   #15
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Goes up fine... the best part is the two stage jake for coming down, and the jake in overall driving. 42k plus the H3 and averaged over 8mpg from FL to Yellowstone a couple of weeks ago running about 63mph. Like all things in life a compromise, but a pretty good one JMHO.
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Old 05-22-2012, 10:04 PM   #16
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I also do not think a side rad is less efficient than a rear rad. The side rad fans are hydraulic and they only operate when necessary. Our fan rarely runs.
moisheh, you are correct...the side rad are better (as far as mileage and power goes) than the rear mounted rads. That's why there are companies that are selling kits for the rear mounts...

Now, back to topic...I've had a ISL 400 in a 2007 Dynasty and I feel that that coach was under powered, just to much coach (weight) for the engine in IMHO. I never really liked slowing down to a crawl going up a mountain side.

Where I made my mistake was going for a test ride in a Sig with a ISX (600) in it..What a difference!!!! I actually went back and drove my Dynasty back over the same route that we had just driven the Sig over and I knew right then I was going to have to have me a ISX...

You can NEVER have to much HORSE POWER....
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Old 05-23-2012, 06:28 PM   #17
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moisheh, you are correct...the side rad are better (as far as mileage and power goes) than the rear mounted rads. That's why there are companies that are selling kits for the rear mounts...

Now, back to topic...I've had a ISL 400 in a 2007 Dynasty and I feel that that coach was under powered, just to much coach (weight) for the engine in IMHO. I never really liked slowing down to a crawl going up a mountain side.

Where I made my mistake was going for a test ride in a Sig with a ISX (600) in it..What a difference!!!! I actually went back and drove my Dynasty back over the same route that we had just driven the Sig over and I knew right then I was going to have to have me a ISX...

You can NEVER have to much HORSE POWER....
I agree. I test drove a Signature with a Detroit Series 60 515 and then an Executive with a Cummins ISX 525 and they are noticeably faster accelerating up the on ramp. I think the bare minimum for my next coach is a Cummins ISM 500.
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Old 05-24-2012, 01:06 PM   #18
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You can NEVER have to much HORSE POWER....
Well YEA!
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Old 05-25-2012, 10:18 PM   #19
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Mike,
Sorry I didn't get back to you sooner, been a zoo around here. I have never weighed the trailer completely loaded. It was about 7500 lbs unloaded, the car is 2370, tools, golf cart, nitrous, etc will get it to the 12000 lb zone. We go out 2-3 weekends a month in the summer. I'm really pretty happy with the power, its not going to set any records but does very well on the flat and decent on moderate hills. Will run down the interstate 75 mph with ease. Yea, an ISX would be awesome but for what it is it is very good. Wind doesn't seem to bother it a lot but it loves the diesel in heavy wind, as to be expected. I read a post where you switched over to OATS, any issues? Mine is due for a change and I'm thinking about going that direction.
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Old 05-30-2012, 02:17 PM   #20
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Mike,
Sorry I didn't get back to you sooner, been a zoo around here. I have never weighed the trailer completely loaded. It was about 7500 lbs unloaded, the car is 2370, tools, golf cart, nitrous, etc will get it to the 12000 lb zone. We go out 2-3 weekends a month in the summer. I'm really pretty happy with the power, its not going to set any records but does very well on the flat and decent on moderate hills. Will run down the interstate 75 mph with ease. Yea, an ISX would be awesome but for what it is it is very good. Wind doesn't seem to bother it a lot but it loves the diesel in heavy wind, as to be expected. I read a post where you switched over to OATS, any issues? Mine is due for a change and I'm thinking about going that direction.
Thanks
Brent
Brent, thanks for the reply. Glad to see your busy, that's better than the alternative. I agree with the ISL when loaded that heavy, it does good but it is not going to win any races. I too notice winds don't have too much negative effect other than on fuel consumption. This past weekend we were loaded with ATVs and motorcycles, trailer weighing around 9500 pounds and it pulled great (~45k total weight). The wind was horrific and other than a little sway on occassion we had the cruise set at about 67-68 MPH and it handled great. Many others with lighter toyhauler trailers and fifth wheel trailers were pulling over to wait out the wind but we pushed on without even thinking about it.

With the Jeep and our Harley and my son's Buell in the trailer it sits just south of 13k pounds (~48k pounds total) the coach knows it is back there but handles it well for the weight and available power. Yes the ISX in a 36k pound coach would be awesome!

As far as the coolant, I have had zero issues and would recommend switching over to the OAT vs. the old technology coolants. The worst part was flushing all of the old out. If memory serves I flushed it three times to get it all out and then a fourth with distilled water for good measure prior to adding the new coolant/distilled water mixture. I also changed hoses and T-stat at the same time.

Mike.
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Old 05-30-2012, 02:23 PM   #21
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BTW, when climbing a hill with a diesel you should not be at max throttle. You should have throttle left and be able to gain speed on the grade. If you're at full throttle its taking a lot more fuel for very little gain in speed.
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Old 05-31-2012, 03:25 PM   #22
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BTW, when climbing a hill with a diesel you should not be at max throttle. You should have throttle left and be able to gain speed on the grade. If you're at full throttle its taking a lot more fuel for very little gain in speed.
This was true for the old mechanical fuel injections systems, not so with the electronic fuel systems. They provide fuel based on the air volume, temperatures and throttle position, also, the newer VGT turbos (Variable Geometry Turbocharger) do a much better job at delivering the correct amount of air for the engine to ingest. The old style turbos would deliver a set amount of air per revolution of the turbo, however, the VGT style turbos have veins that open/close to more closely match the volumetric efficiency of the engine's demands and the electronic engine management systems do a much better job to more closely maintain the air/fuel ratio upon ever changing conditions.

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Old 06-01-2012, 09:18 AM   #23
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Thanks Mike for the explanation of today's diesels. I set my cruise control on and the trans to ECON mode, and that's it. Up the hills and down the road I go at 55mph. The ECM talks to the TCM and I watch the gauges. deSanford Life is good in the SLOW lane.
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