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CATEGORY LISTINGS > DETROIT > ecm parameters 60 series 12.7 detroit [ REFRESH ]
Thread Title: ecm parameters 60 series 12.7 detroit
Created On Wednesday December 17, 2008 06:18
  ecm parameters 60 series 12.7 detroit
  ecm parameters 60 series 12.7 detroit
  ecm parameters 60 series 12.7 detroit
  ecm parameters 60 series 12.7 detroit
  ecm parameters 60 series 12.7 detroit
  ecm parameters 60 series 12.7 detroit
  ecm parameters 60 series 12.7 detroit
  ecm parameters 60 series 12.7 detroit
  ecm parameters 60 series 12.7 detroit
  ecm parameters 60 series 12.7 detroit
  ecm parameters 60 series 12.7 detroit
  ecm parameters 60 series 12.7 detroit
  ecm parameters 60 series 12.7 detroit


churchill

Posts: 49
Joined: Dec 2008

Wednesday December 17, 2008 06:18

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I was wondering if anyone knew exactely what the ecm was looking at on the motor to make running decisions about timing, reducing power,increasing power etc. etc.
Does it look at for example:

1. Fuel Temp = Advance or retard in timing
2. Fuel Pressure = ?
3. Boost = ?
4. Water Temp = ?
5. RPM =
6. Speed =
7. Throttle Position =
What have I missed?
Is their published material out there that I can purchase that would better answer these questions?

What are your positions on the 60 series 12.7 detroit?
Good fuel economy or bad for the most part?
Design Flaws?
Nickel and dime things that eat you up?

Thanks for the input in advance,
This is the best forum I've found thus far on the Detroit Diesel.



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GoneFishen

Posts: 1325
Joined: Jan 2007

Wednesday December 17, 2008 22:04

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Fuel temp from what I have seen is jusat a basic temp. however if the temperature gets to high it will log a code in the dash for that. I am also told that if it gets to high the computer will cut back on fuel. Others say the computer will allow the injectors to inject more to try and cool the fuel down.
Fuel pressure not a damn thing, only the new engines have a sensor for fuel pressure, watching for pressure in order to inject diesel into the exhaust system for burning off soot.
boost. more boost more fuel, less boost less fuel. EGR engines have a turbo speed sensor and any speed over 100k the engine will allow the same fuel but open the vanes inside the turbo to slow the turbo down
water temperature, if the temperature gets over 217 then a yellow cel appears on the dash, 235 the engine shuts down and the red sel appears and the yellow. the engine will derate the power to allow the engine to cool off and will send a signal to the fan circuit.[protection mode].rpm, moniters either 1800 or 2125 rpm. will not allow to exceed over with fuel and will log a code for engine rpm. engines could go over the allowed rpm with the 'droop' programmed basically shuts fuel off at that rpm programmed
speed allows the engine/truck/vehicle to proceed to the programmed speed. ex: 72 mph. regardless of gear selected, there are options in the computer to allow the operator to exceed the speed designated if certain perameters are met. a good example would be a set mpg
throttle posistion. more foot feed, more power allowed by the ecm. low power concerns can be attributed to opjects blocking the full travel of the foot pedal. ex of this is a rotting orange. [don't laugh]

the Series 60 was laughed at by the makers of other engines for a brief period. currently is a leader in fuel economy and engine life. has a proven record in fleet operation and Owner Operators.
design flaws is the engine block/liner flange issue. if the coolant is kept at the proper levels and rust inhibutors it will behave as good as any other out there. Poor maintaince will cause cavitation problems on the liner flange. has a tendency to have a seepeage leak at the block/flywheel housing due to lack of sealant at the factory
nicle and dime items, injector wire harness at the computer, wires will rub together and cause poor running-misfire, loose injectors from assembly will cause engines to almost stop in their tracks. don't even think of getting a DDEC 5 engine.
anything I forgot?

-------------------------
DDA tech for 30 years,all 2 cycle,series 60,50 mbe also.
1995 F250, 191k mi.
Lost Wages, Nv

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stonefly

Posts: 257
Joined: Feb 2008

Friday December 19, 2008 13:35

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<< I was wondering if anyone knew exactely what the ecm was looking at on the motor to make running decisions about timing, reducing power,increasing power etc. etc.

What are your positions on the 60 series 12.7 detroit?
Good fuel economy or bad for the most part?

>>



I don't know if this is any value to you, because this would probably apply to all on-road big diesels.

When I first got my 1993 Series 60 DDEC II in 2000, I was getting between 5.5 to 6 mpg. I thought that was good because the Big Cam 350 Cummins I was used to, (without overdrive - ran at 1900 - 2000 RPMs) got between 4.5 to 5 mpg.

My truck came only with the basic gauges - no turbo boost gauge.

For years I ran that truck with the cruise control on, wherever it was practical. When I would talk to people about fuel economy, I always heard that for my engine, 5.5 to 6 mpg was about right. However, some guys would tell me that they were getting 7 mpg and better out of a Series 60. I couldn't imagine my engine giving me 7 mpg and I wondered whether or not I should believe such claims.

One day, upon the advice of another trucker, I installed a boost gauge on the panel of my Freightliner. When I saw what that gauge did, while the cruise was turned on, I realized that there was something to what that fellow had been telling me. He had said that the cruise control was no fuel saver. He said I'd do better by turning it off and keeping an eye on the boost gauge. I followed his advice and for sure, I'm getting 7 mpg out of my engine. In fact, I was getting 7 mpg with a large rupture in the CAC, a leaking manifold gasket, and a need for an overhead adjustment. With black smoke pouring out of the exhaust, I had still jumped up to 7 mpg.

I have fixed the smoke problem by replacing manifold gaskets, the CAC, and doing an overhead. I have not pulled a load yet, but I would not be surprised if my Series 60 now gets me even better than 7 mpg. By the way, that is an honest 7 mpg calculated over an entire quarter - miles driven divided by fuel purchased - usually loaded between 55,000 and 80,000 gross weight and pulling hills.

If this post side-tracked the thread, my apologies - but you have my tried and true testimony that a Series 60 will repay your diligence and your light foot with a significant savings in fuel, if you are willing to forsake the cruise control and make a constant effort to drive easy.

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stump

Posts: 766
Joined: Aug 2007

Friday December 19, 2008 18:32

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Gotta Love that!!!!!

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stonefly

Posts: 257
Joined: Feb 2008

Friday December 19, 2008 19:29

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<<

What are your positions on the 60 series 12.7 detroit?

>>



My Series 60 had almost 700,000 when I bought it over 8 years ago and I've just about doubled that. As far as I know, it's never had the head removed, or the oil pan. I just had an oil analysis done and it came back all parameters normal.

I say the Series 60 Detroit is one hell of a good engine. One thing though - I drive it like it was a baby. I've neither had any transmission woes nor axle.



stonefly

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stump

Posts: 766
Joined: Aug 2007

Saturday December 20, 2008 06:33

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Noe this will probably open a can of worms but,As far as I am concerned it is the best engine out there ,fuel milage ,dependability,and sinplicity in design.It is LESS Expensive to maintain and repair than cat or cummins.And repair parts are not absurd as some of the cat and cummins parts are. Now keep in mind that I am referring to series 60 engines from the mid 90's to the early 2000's. I own and run an older truck, a 95 model but the pre EGR engines are hard to beat.

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churchill

Posts: 49
Joined: Dec 2008

Monday December 22, 2008 14:22

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Thanks so much for the replies.
You guys and this forum are the best around.
You back up your obvious love for this old motor(series 60) with facts.
Can't beat that.

I would love to get a look at the program that controls these engines.
Is this a possibility?
I've read on some other forums that it's not possible for the average guy to be able to get in the computer.
I would think it was possible if you had the right hardware, software and communications.
The Cat guys seem to be more into that stuff than the others. I think they are chasing better fuel mileage and hp for the most part.


Edited: Monday December 22, 2008 at 14:30 by churchill

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stump

Posts: 766
Joined: Aug 2007

Monday December 22, 2008 14:51

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What exactally do you want to do? I know people that can reprogram your ECM to whatever you want. What are you trying to do,More Horsepower,

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churchill

Posts: 49
Joined: Dec 2008

Monday December 22, 2008 19:13

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Best fuel mileage....Stump

Does anyone know how to search in these forums?

Edited: Monday December 22, 2008 at 19:30 by churchill

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GoneFishen

Posts: 1325
Joined: Jan 2007

Tuesday December 23, 2008 00:11

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Run at 1700 MAX. shift at the rpm where the tree stump falls off the trailer. [drive up the hill, keep it in the gear. The series 60 should pull to 1230 rpm loaded. You will feel when it gives out usually around 1250 for a dash tach. that is why I said shift about 50 rpm just before that]. If your truck will not pull to 1250, you have a problem. Run along the highway at 1600, the 'sweet spot'.

-------------------------
DDA tech for 30 years,all 2 cycle,series 60,50 mbe also.
1995 F250, 191k mi.
Lost Wages, Nv

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churchill

Posts: 49
Joined: Dec 2008

Tuesday December 23, 2008 12:54

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hehehe I love it. damn

Now that's funny right there I don't care who you are.

"shift at the rpm where the tree stump falls off the trailer"

Are you saying there is spot where it feels like it's going to take off and fly?

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stonefly

Posts: 257
Joined: Feb 2008

Tuesday December 23, 2008 16:43

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<< hehehe I love it. damn

Now that's funny right there I don't care who you are.

"shift at the rpm where the tree stump falls off the trailer"

Are you saying there is spot where it feels like it's going to take off and fly?
>>





I think Gone Fishen is referring to the stump digging into the ground and stopping the truck.

If you're pulling a hill, and you need to keep dropping gears, stay in gear until just before she won't pull. With a Series 60, that's about 1250 rpm.

Maximum torque for a Series 60 is around 1200 rpm.



stonefly

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GoneFishen

Posts: 1325
Joined: Jan 2007

Tuesday December 23, 2008 21:20

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When you are pulling the hill there will be an rpm that the engine kinda just gives up. Shift 50 rpm BEFORE that. I actually had a driver get mad at me because I said he hauled tree stumps. Torque on the Sereis 60 can be from 1250 all the way up to 1850 ft lbs. Depending on the engine purchased.

-------------------------
DDA tech for 30 years,all 2 cycle,series 60,50 mbe also.
1995 F250, 191k mi.
Lost Wages, Nv

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CATEGORY LISTINGS > DETROIT [ REFRESH ]

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