Well it took a couple of weeks for the engine to arrive, and of course a few days for the swap, which also included a weekend, so it was at the shop for 5 days. Other than a few programming issues everything went off without a hitch. The Detroit calibration tool is a truly Priceless piece of equipment to have. I bought a USB link and software package for less money than what the local Freightliner dealer was going to charge me to reprogram the inputs and outputs to match my vehicle. Took me a few hours to really figure out the software, but once you get the hang of it it really is quite simple if you're a technical Savvy kind of guy. I also reprogrammed the ECM to 470 HP and 1550 TQ. I also have a program for 500hp and 1650 TQ, but I don't feel the need to bump it up that high. It really does perform quite well at the 470, it would really run circles around the old 11:1.
All in all I am extremely happy with the outcome, and the total cost for the 12.7 engine and the swap and all the incidental expenses for fluids etc etc, I still came in way less than what it would have cost to do a rebuild on the 11.1. The engine was fully documented with service records, and only has 26,500 miles. Yay me woohoo.
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Quote from: thomasinnv on April 28, 2018, 10:52:38 AM... All in all I am extremely happy with the outcome, ...
New engine, new tools, and new skills. Yeah, a lot for your money. Best wishes for lots of happy and trouble-free bussin!
Happy ending!
Now you can be...
Happy coaching!
Buswarrior
Great news!
It's always good to see a happy busnut ;D So glad for you,
Will
Only way to go now a days changing HP and torque rating from the drivers seat and never getting your hands dirty ;D.I am really starting to love these electronic engines and transmissions,lol and you get paid more money for chasing wires and sensors too
Yep, soon Cliff can wear the badge saying "qualified code reader and parts swapper". lol
Yeah, just like the learning process we went through in 1980, when GM went to Computer Controlled engines, and later to transmissions. Now they are using multiplex systems to control the whole car.
Quote from: chessie4905 on April 29, 2018, 05:03:11 AM
Yeah, just like the learning process we went through in 1980, when GM went to Computer Controlled engines, and later to transmissions. Now they are using multiplex systems to control the whole car.
This is what caused most of my problems with the programming. My bus is not a multiplex system but the donor bus is, so some of the inputs and outputs didnt match up in the DDEC. I also kept the DDEC off the 11.1 and programmed it to the 12.7 so now I have a backup. The software versions were different so I had to use the DRS for that job.
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Nice work. You're a brave soul delving into this and you have my respect sir!
Blessings!
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We have rolled about 800 miles so far with the new engine. Runs good and strong, getting slightly better fuel economy too. I have discovered one issue that needs addressed. There is a small amount of oil speckling on the back of the bus. There are no leaks anywhere and everything is clean and dry on the engine. The bottom of the blowby tube is wet so I am assuming that the oil on the rear of the bus has to be coming out the blowby tube. I also noticed that the compressor seems to take a bit longer to air up the system, and when i did an air test (everything full and fanned tje brakes until the air was down to 90) it took a couple minutes to come back up to 120 on fast idle. I am suspect of a failing compressor and thinking this is causing the oil blowby. The engine seems good and tight and only has just over 27k on a complete out of frame overhaul.
Any thoughts, suggestions, or ideas?
Just a guess but ... if you suspect the air compressor is worn then also check to see if a compressor inlet check valve is installed and functioning properly. Perhaps in unload stage the compressor is "charging" the block and forcing oil out the blow by tube.
So I had a chat with a DD mechanic at one of the "big box" shops today about the oil splatter coming out of the blowby tube. He said that a small amount of oil does not necessarily indicate a problem, and that it could actually be "normal" for a 12.7 especially with a higher power rating. He said, and i quote, "a certain amount of oil will vaporize and be suspended in the gasses that are being expelled from the vent. As the expelled gasses hit the cooler outside air the oil will condense and reliquify forming the tiny splatter you see on the rear"
Does this sound believable to anyone or is he blowing smoke? He told me to add a hose to the bottom of the tube to bring it down to 6 inches or less from the ground and that would eliminate most if not all of the splatter? Humm? He also said if that didn't work that they have a external breather filter similar to something like on the newer closed breather systems that would really help.
I have clocked about 1200 miles now and the back of the bus is a little dirty with splatter but nothing that would be alarming. The oil level is still exactly where it was 1200 miles ago. There does not seem to be a lot of blowby even after a long hard pull, at least not near as much as the old 11.1 had. Oh and just for grins and giggles I removed the breather tube at the rocker cover and confirmed that there is a mesh screen in place.
So what do you guys say who have experience running series 60's? Do you get any splatter or is yoir tail always nice and clean? Was the mechanic just blowing smoke up my rearend?
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You get blow by on a series 60 mine specs from the vent tube ,I was told make a loop in the hose and it stops lol we ran 2 strokes for years with spots every where, now with a 60 series a few show up and we say what the heck is going on
More or less than a 2 stroke ?
Less ?
Be happy !!
The rear mounted radiator and inter cooler with the big fans add to the specs both running together it is like a big vacuum cleaner on the DL3 MCI
I've driven mid to high miles S60s that don't splatter at all, and some that do, but still run good and strong. So I wouldn't worry about it, other than trying to contain it if you are fussy about the rear of the bus and the toad. The S60 is a great engine, other than it sounds awful compared to an old 2 stroke.
JC
I used DDEC reports to pull trip data off the ecm today. Wow I had no idea the amount of trip information stored on these things. Really a neat piece of software. Daily logs with key off time, idle time, drive time, fuel usage, brake applications, engine load percentage and much more. Really impressive. Btw, it showed 9.5mpg over the last 1200 miles (I reset the trip data when I installed the engine in the bus) which agrees with my hand calculations. On the flat the mpg is pretty close to what I was getting with the 11.1, but in the mountains is where it really surprised me. I averaged about 2mpg better with the 12.7 over the 11.1 in the hill country. I'm currently running it at 430hp/1550tq. I started at 470/1550 but it would start to get a little warm on those long hard pulls so I turned it down to 430/1450 for a short while then settled on 430/1550 and it seems to do well there. Warms up a little on the longer hard pulls but still within acceptable range. About 15 miles of 6 to 8% grade saw the temp max out at 211 close to the top. Not bad. I'm happy.
Oh and that was with ambient air temp at 96.
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