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Old 11-09-2016, 10:48 PM   #121
Skoolie
 
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For those following along at home, I should be making the drive to MD on Monday, so the battle will resume on Tuesday with real time updates on this thread!
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Old 11-10-2016, 07:48 AM   #122
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the HPOP system varies its pressure greatly based on engine load, at idle you may have 550 PSI in that high pressure Oil rail.. punch it and you may go up to 1200+ PSI in that rail... so a really slow oil leak into a cylinder at idle or even no load higher RPM csn turn much bigger when you double the pressure.

obviously on a turbo, the faster you spin it the m,ore you can create a gyroscope effect and blow more oil out of a bad seal also.. and of course the exhaust is much hotter when you are going down the road than at idle.. all those factors can easily affect how much mosquito-fogging is going on.

-Christopher
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Old 11-10-2016, 06:31 PM   #123
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the HPOP system varies its pressure greatly based on engine load, at idle you may have 550 PSI in that high pressure Oil rail.. punch it and you may go up to 1200+ PSI in that rail... so a really slow oil leak into a cylinder at idle or even no load higher RPM csn turn much bigger when you double the pressure.

obviously on a turbo, the faster you spin it the m,ore you can create a gyroscope effect and blow more oil out of a bad seal also.. and of course the exhaust is much hotter when you are going down the road than at idle.. all those factors can easily affect how much mosquito-fogging is going on.

-Christopher
Hmm interesting, I thought the HPOP system was kept at a constant pressure regardless of rpm. I guess it doesnt really change the troubleshooting process too much.

The mosquito-fogging was quite legendary, enough so that the traffic in the other direction actually stopped.
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Old 11-10-2016, 06:57 PM   #124
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ICP is the Injection control pressure.. theres a sensor that reads back the actual pressure to the computer... the IPR regulates the pressure electronically with a solenoid and plunger based on what the computer calls for...

whats interesting about the huge smoke is that id expect to see that most if oil is getting burned in the cylinder as opposed to in the exhaust.. if theres raw oil being blown into the exhaust then it seems like that cylinder wouldnt be firing.. or at least not all the time anyway... but with a turbo i guess the EGT's can get high enough under load to Burn a lot of oil even if its dumped from the turbo bearings into the downpipe..
-Christopher
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Old 11-10-2016, 07:07 PM   #125
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Will definitely be wishing you lots of luck on Monday and waiting for the update!!
You guys are so lucky you can work on your own Buses....I hope you can figure out this mystery.
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Old 11-14-2016, 10:34 AM   #126
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Will definitely be wishing you lots of luck on Monday and waiting for the update!!
You guys are so lucky you can work on your own Buses....I hope you can figure out this mystery.
Im trying to rush through my work today to get on the road to MD
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Old 11-14-2016, 10:37 AM   #127
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Just a slightly different note for a minute... Ive been encountering resistance when trying to get international dealers to run my VIN so I can get some data on this bus. I finally got one to give me at least the bare minimum of information and I was kind of disappointed to see that not only do I only have the 195bhp engine, but I also have the AT545. I am assuming this isnt going to be great for a lot of long highway cruises?

How easy would it be to change over to say a 2000 series (or something else better). I believe the AT545 doesnt have lockup? Am I right?

Would a DT466 change be something possible for a non bus mechanic?
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Old 11-14-2016, 10:59 AM   #128
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No lockup on an AT545. Have to defer to someone else regarding what it takes to mount a newer Allison on that engine. It's pretty much plug & play on a Cummins but may require an adapter on an IH. Anyone???
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Old 11-14-2016, 01:03 PM   #129
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a company called Cummins Allison conversions has quoted me about 6k-7k for a complete plug N play setup (driveshaft not included). to go to a standalone Allison 1000 series on a T-444E.. the 1000 is basically the standard non OEM of a 2000...

to run it with the computer on the engine can be done also but there is more involved to do it that way... re-flashing the PCM and changing the parameter to a PCM managed transmission and then physically wiring in the TCM to the PCM..

someone else told me if the PCM on the bus supports the 2000 series then a TCM isnt required that the PCM will run it directly.. I havent pulled up the wiring diagrams for that bus yet to see if the 1999 PCM's supported direct transmission control or not..

running it standalone mean you will have a simple TPS to mount up typically in [place of the allison modulator cable on older modeld.. or on newer models it connects to the accelerator pedal and connects to the transmission..

the Bell on a 545 should be re-usable on a 1000 negating the need for an adapter plate.

the 1000 is about 3/4" longer than a 545.. on a 2 piece drieshaft its likely you'll have to shorten that front drieshaft or move the carrier bearing back (assuming theres enough clearance on the rear driveshaft slip Yoke)..

-Christopher
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Old 11-14-2016, 02:36 PM   #130
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a company called Cummins Allison conversions has quoted me about 6k-7k for a complete plug N play setup (driveshaft not included). to go to a standalone Allison 1000 series on a T-444E.. the 1000 is basically the standard non OEM of a 2000...

to run it with the computer on the engine can be done also but there is more involved to do it that way... re-flashing the PCM and changing the parameter to a PCM managed transmission and then physically wiring in the TCM to the PCM..

someone else told me if the PCM on the bus supports the 2000 series then a TCM isnt required that the PCM will run it directly.. I havent pulled up the wiring diagrams for that bus yet to see if the 1999 PCM's supported direct transmission control or not..

running it standalone mean you will have a simple TPS to mount up typically in [place of the allison modulator cable on older modeld.. or on newer models it connects to the accelerator pedal and connects to the transmission..

the Bell on a 545 should be re-usable on a 1000 negating the need for an adapter plate.

the 1000 is about 3/4" longer than a 545.. on a 2 piece drieshaft its likely you'll have to shorten that front drieshaft or move the carrier bearing back (assuming theres enough clearance on the rear driveshaft slip Yoke)..

-Christopher
Wow, lots of great information! Thank you! That price is a little too steep for me considering the low miles per year I will be running. I guess I will run it till she dies! Perhaps swapping a complete motor/transmission combo will be an easier and more cost effective option?
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