MaxxForce DT (2009) Engine guidance and Scanguage 3 metrics to monitor

[AllisonWanderland]

I have a 2011 international CE300 (PB105) with 2009 Maxxforce DT (466L - GDT210S) and Allison PTS 2500 transmission.

The bus is bought and the build has started so I must do my best to avoid the common issues experienced with the additional emissions. My goal in the hunt was to avoid 2010 emissions, so I must consider getting a rust free bus with 65K miles on the engine and no blowby a success.


To do this, I will be using the ScanGuage III to monitor the systems to ensure I catch any issues early enough to resolve at a lower cost.


Below is a guide I put together for myself to follow and posting in case others will find use in it.


Feel free to correct or add to the conversation so we can set those up that cannot locate earlier models with success as a community.


2011 International CE300 with 2009 MaxxForce DT Engine and Allison PTS 2500 Transmission Preventative Maintenance Guide

Table of Contents

• Introduction
• Engine Monitoring and Maintenance
  • 2.1 Common Engine Issues
  • 2.2 Recommended Metrics to Monitor
  • 2.3 Cleaning the EGR and VGT Systems
  • 2.4 Understanding Exhaust Gas Temperature (EGT) and Soot Buildup
  • 2.5 Fuel Rail Pressure Specifications
• DPF (Diesel Particulate Filter) Maintenance
  • 3.1 Proper Regeneration Intervals
  • 3.2 Signs of Improper Regeneration
• Transmission Monitoring and Maintenance
  • 4.1 Nominal Operating Temperatures for the Allison PTS 2500
  • 4.2 Common Problems with the Allison PTS 2500
  • 4.3 Maintenance Tips for the Transmission
• Best Practices for Overall Vehicle Maintenance
• ScanGauge 3 Usage and Metrics
  • 6.1 Key Metrics to Monitor
  • 6.2 Programming Warning Thresholds

1. Introduction

This manual provides a detailed guide for maintaining and monitoring your 2011 International CE300 school bus with a 2009 MaxxForce DT engine and Allison PTS 2500 transmission. The goal is to ensure longevity, optimal performance, and early detection of potential issues.


2. Engine Monitoring and Maintenance

2.1 Common Engine Issues

• EGR Cooler Failures: Caused by excessive soot buildup.
• Turbocharger Failures: Stemming from soot or carbon buildup in the VGT.
• High-Pressure Oil System Issues: Affecting pump and injectors.
• DPF Problems: Resulting in frequent regenerations or engine derates.
• Head Gasket Failures: Due to overheating or coolant issues.
• Sensor Failures: Crankshaft and camshaft position sensors can fail intermittently.
• Coolant Leaks: Poor seals or gaskets.

2.2 Recommended Metrics to Monitor

• Coolant Temperature: Ideal range: 180°F to 220°F.
• Oil Pressure: Monitor for steady pressure during operation.
• Exhaust Gas Temperature (EGT): Normal under load: 500°F to 1,200°F.
• Boost Pressure: Idle: 0-5 psi; Moderate load: 10-20 psi; High load: 20-35 psi.
• Fuel Rail Pressure: Idle: 4,000-6,000 psi; Moderate load: 10,000-15,000 psi; High load: 20,000-26,000 psi.
• Battery Voltage: Healthy range: 12.4V to 14.4V.
• DPF Regeneration Status.
• Transmission Temperature: Normal: 160°F to 200°F.
• Engine Load Percentage.

2.3 Cleaning the EGR and VGT Systems

EGR Cleaning Steps:

• Prepare the Workspace:
  • Ensure the engine is off and has cooled down.
  • Disconnect the battery to prevent electrical shorts.
• Access the EGR Components:
  • Locate the EGR valve, typically mounted on the intake manifold or near the EGR cooler.
  • Remove any hoses, connectors, or bolts securing the EGR valve and cooler.
• Inspect the EGR Valve:
  • Check for excessive carbon buildup.
  • Test the valve’s movement manually; it should move smoothly without sticking. If it’s damaged, replace it.
• Clean the EGR Valve:
  • Use an approved diesel EGR cleaner. Spray generously on the valve components.
  • Let the cleaner soak for 15-20 minutes to loosen carbon deposits.
  • Use a nylon brush or soft scraper to remove stubborn buildup. Avoid damaging the valve seat or any electronic components.
• Clean the EGR Cooler:
  • Disconnect the cooler and inspect it for blockages.
  • Flush the cooler with a power washer or soak it in an EGR-safe cleaning solution.
  • Use pipe brushes to clean the internal passages thoroughly.
• Reassemble the EGR System:
  • Reinstall the cleaned components, ensuring all gaskets and seals are intact.
  • Tighten bolts to the manufacturer’s specifications and reconnect hoses and electrical connections.
• Test the System:
  • Start the engine and let it idle. Check for leaks and monitor EGR functionality with diagnostic tools.

VGT Cleaning Steps:

• Prepare for Cleaning:
  • Allow the engine to cool and disconnect the battery.
  • Remove the intake piping to access the turbocharger.
• Inspect the Turbocharger:
  • Check for visible carbon deposits on the vanes and housing.
  • Rotate the VGT vanes manually (if accessible) to ensure smooth movement.
  • Inspect the actuator (electronic or pneumatic) for proper function.
• Clean the Turbo Vanes:
  • Spray the turbo vanes with a diesel-specific turbo cleaner designed to dissolve carbon buildup.
  • Let the cleaner soak for the recommended time, usually 15-30 minutes.
  • If accessible, use a soft brush to carefully clean the vanes without scratching the surface.
• Reassemble the Turbocharger:
  • Reinstall the intake and exhaust connections, ensuring all clamps are tightened securely.
  • Replace any gaskets or seals as needed.
• Perform Turbo Calibration (if required):
  • Some systems require a recalibration of the VGT actuator after cleaning. Use diagnostic tools to perform this step.
• Test the Turbo:
  • Start the engine and monitor boost pressure during a short test drive. Look for consistent and responsive turbo performance.

2.4 Understanding Exhaust Gas Temperature (EGT) and Soot Buildup

• High EGT indicates restricted exhaust flow, poor heat dissipation, or incomplete combustion.
• Monitor for consistent spikes or elevated temperatures, which may indicate soot accumulation in the EGR, turbo, or DPF.

2.5 Fuel Rail Pressure Specifications

• Idle: 4,000-6,000 psi.
• Moderate load: 10,000-15,000 psi.
• High load: 20,000-26,000 psi.
• Regularly monitor using a ScanGauge 3 and address large deviations promptly.

3. DPF (Diesel Particulate Filter) Maintenance

3.1 Proper Regeneration Intervals

• Passive Regeneration: Occurs naturally during sustained high-temperature operation.
• Active Regeneration: Triggered approximately every 300-500 miles.
• Forced Regeneration: Required if the DPF becomes excessively clogged.

3.2 Signs of Improper Regeneration

• Frequent active regenerations indicate excessive soot production.
• Missed regenerations lead to increased soot load and potential engine derates.
• Monitor soot load percentage and EGT spikes to confirm proper intervals.

4. Transmission Monitoring and Maintenance

4.1 Nominal Operating Temperatures for the Allison PTS 2500

• Normal Range: 160°F to 200°F.
• Maximum: 300°F.
• Warning: Above 250°F requires immediate attention.

4.2 Common Problems with the Allison PTS 2500

• Overheating: Due to low fluid levels, cooler issues, or heavy loads.
• Torque Converter Issues: Resulting in power transfer problems.
• Electrical or Sensor Failures: Stuck in gear or erratic shifting.
• Clutch Wear: Causing slipping or harsh shifting.
• Fluid Contamination: From coolant leaks or debris.
• Valve Body or Solenoid Issues: Leading to erratic shifting.
• TCM (Transmission Control Module) Failures: Resulting in limp mode or improper operation.

4.3 Maintenance Tips for the Transmission

• Use Allison-approved fluids (TES 295 or TES 66.
• Replace fluid and filters at recommended intervals.
• Inspect the transmission cooler regularly.
• Avoid excessive idling and heavy loads to prevent overheating.
• Monitor fluid levels and quality (check for discoloration or burnt smell).

5. Best Practices for Overall Vehicle Maintenance

• Perform regular inspections of the EGR, DPF, and turbo systems.
• Use high-quality diesel fuel and replace filters frequently.
• Incorporate highway driving to allow passive DPF regeneration.
• Monitor key metrics like EGT, boost pressure, and fuel rail pressure.
• Address issues early to avoid costly repairs.

6. ScanGauge 3 Usage and Metrics

6.1 Key Metrics to Monitor

• Coolant Temperature
  • Normal: 180°F to 220°F.
  • Warning Threshold: 230°F.
• Oil Pressure
  • Normal: 30-70 psi (varies by RPM).
  • Warning Threshold: Below 20 psi.
• Exhaust Gas Temperature (EGT)
  • Normal: 500°F to 1,200°F under load.
  • Warning Threshold: Above 1,250°F.
• Boost Pressure
  • Normal: 10-20 psi under moderate load; 20-35 psi under high load.
  • Warning Threshold: Below 5 psi or above 40 psi.
• Fuel Rail Pressure
  • Normal: 4,000-6,000 psi (idle); 10,000-26,000 psi (load).
  • Warning Threshold: Deviations beyond normal ranges.
• Battery Voltage
  • Normal: 12.4V to 14.4V.
  • Warning Threshold: Below 12.0V or above 14.8V.
• Transmission Temperature
  • Normal: 160°F to 200°F.
  • Warning Threshold: Above 250°F.
• DPF Soot Load Percentage
  • Monitor for consistent regeneration.
  • Warning Threshold: Above 80% load.
• Engine Load Percentage
  • Normal: Varies with operation.
  • Warning Threshold: Sustained operation above 90% under normal conditions.

6.2 Programming Warning Thresholds

• Use the ScanGauge 3 menu to set custom alerts for each metric.
• Refer to the key metrics and thresholds provided above.
• Test the alerts during operation to ensure functionality.

[cadillackid]

a few key things to pay attention to..


1. warm the bus up fully when you use it.. short trips or just starting and idlin g a few minutes in the driveway are hardest on the DPF.. thats when the engine runs the dirtiest and wit hthe most moisture in the exhaust as the cylinder temps arent high enough to fully vaporize exhasust at a hogh enough temp that it stays vapor all the eay through... driving periodically till the engine is fully warmed up is a good way to help keep the DPF clear..


2. pay attention to any mysterious coolant level loss.. one of the first signs of EGR cooler failure is coolant startingto disappear slowly with no visible drippage or leaks.. it ends up burned in the cylinders and puts moisture in the exhaust which can make it harder to keep the DPF clean.. keep a cooling system pressure tester handy if you notice such..



3. pay attention to any smoke and any hissing (like boost leaks). Boost leaks will cause minor over-fueling in the engine and excess soot.. if you see black smoke out of the tailpipe its pretty bad and needs checked pretty quickly.. same can happen if the turbo actuator sticks (something somewhat known on the 2004+ DT466.. again can result in clogging up the DPF..


DPF clogging resuts in more Regens or longer Regens which can be a factor in the engine failure.. some have seen excessive cylinder temperatures with longer regens.. that can cause damage to the pistons or valves.. clogged DPF can alsdo result in excessive backpressure ..


hopefully the scangauge offers the ability to see some of the more IH specific parameters like the backpressure sensor and the EGT temperature as well as the turbo boost and actuator status..



caught early EGR cooler failures or DPF issues arent a death sentence to the engine.. but let go they most definitely are..



while MF engines dont have a great reputation they can and do run for many miles when cared for.. yes just plain breakage can occur because of design flaws but many failures start out as something overlooked that gets big..


you got this!

[AllisonWanderland]

Originally Posted by cadillackid

hopefully the scangauge offers the ability to see some of the more IH specific parameters like the backpressure sensor and the EGT temperature as well as the turbo boost and actuator status..

your overall thought align with my research!


I will be installing the scanguage this weekend when I have the bus and will let you know if I find these metrics on it.

[AllisonWanderland]

Preventative Maintenance Manual 2007-2009 MaxxForce DT Engine and Allison PTS 2500 Transmission

Table of Contents

• Introduction
• Engine Monitoring and Maintenance
  
  • 2.1 Common Engine Issues
  • 2.2 Recommended Metrics to Monitor
  • 2.3 Cleaning the EGR and VGT Systems
  • 2.4 Understanding Exhaust Gas Temperature (EGT) and Soot Buildup
  • 2.5 Fuel Rail Pressure Specifications
  • 2.6 Crankcase Ventilation System Maintenance
• DPF (Diesel Particulate Filter) Maintenance
  
  • 3.1 Proper Regeneration Intervals
  • 3.2 Signs of Improper Regeneration
  • 3.3 Best Practices to Avoid DPF Issues
• Transmission Monitoring and Maintenance
  
  • 4.1 Nominal Operating Temperatures for the Allison PTS 2500
  • 4.2 Common Problems with the Allison PTS 2500
  • 4.3 Maintenance Tips for the Transmission
• Best Practices for Overall Vehicle Maintenance
  
  • 5.1 Fuel Quality and Additives
  • 5.2 Intake Manifold Cleaning
  • 5.3 Preventative Maintenance Schedule
  • 5.4 Special Tools and Diagnostics
  • 5.5 Cold Weather Operation
• ScanGauge 3 Usage and Metrics
  
  • 6.1 Key Metrics to Monitor
  • 6.2 Programming Warning Thresholds

1. Introduction

This manual provides a detailed guide for maintaining and monitoring vehicles equipped with 2007-2009 MaxxForce DT engines and Allison PTS 2500 transmissions. The goal is to ensure longevity, optimal performance, and early detection of potential issues.


2. Engine Monitoring and Maintenance

2.1 Common Engine Issues

• EGR Cooler Failures: Caused by excessive soot buildup or slow coolant leaks. Early detection of coolant level loss can prevent significant damage.
• Turbocharger Failures: Stemming from soot or carbon buildup in the VGT. Boost leaks can cause over-fueling, excess soot, and black smoke.
• High-Pressure Oil System Issues: Affecting pump and injectors.
• DPF Problems: Resulting in frequent regenerations, excessive backpressure, or engine damage from high cylinder temperatures during long regens.
• Head Gasket Failures: Due to overheating or coolant issues.
• Sensor Failures: Crankshaft and camshaft position sensors can fail intermittently.
• Coolant Leaks: Poor seals or gaskets may lead to coolant loss.

2.2 Recommended Metrics to Monitor

• Oil Temperature Before Driving Under Load: Ensure the oil reaches at least 160°F to 180°F to ensure proper lubrication.
• Coolant Temperature Before Driving Under Load: Ensure the coolant reaches at least 180°F to prevent thermal shock to the engine.
• Coolant Temperature: Ideal range: 180°F to 220°F.
• Oil Pressure: Monitor for steady pressure during operation.
• Exhaust Gas Temperature (EGT): Normal under load: 500°F to 1,200°F.
• Boost Pressure: Idle: 0-5 psi; Moderate load: 10-20 psi; High load: 20-35 psi.
• Fuel Rail Pressure: Idle: 4,000-6,000 psi; Moderate load: 10,000-15,000 psi; High load: 20,000-26,000 psi.
• Battery Voltage: Healthy range: 12.4V to 14.4V.
• DPF Regeneration Status.
• Transmission Temperature: Normal: 160°F to 200°F.
• Engine Load Percentage.

2.3 Cleaning the EGR and VGT Systems

Refer to detailed steps above.
2.4 Understanding Exhaust Gas Temperature (EGT) and Soot Buildup

Refer to detailed steps above.
2.5 Fuel Rail Pressure Specifications

Refer to detailed steps above.
2.6 Crankcase Ventilation System Maintenance

• Inspect and clean the crankcase ventilation system every 15,000 miles.
• Replace worn-out filters or clogged components to prevent oil mist buildup in the intake system.

3. DPF (Diesel Particulate Filter) Maintenance

3.1 Proper Regeneration Intervals

Refer to detailed steps above.
3.2 Signs of Improper Regeneration

Refer to detailed steps above.
3.3 Best Practices to Avoid DPF Issues

Refer to detailed steps above.


4. Transmission Monitoring and Maintenance

4.1 Nominal Operating Temperatures for the Allison PTS 2500

• Normal Range: 160°F to 200°F.
• Maximum: 300°F.
• Warning: Above 250°F requires immediate attention.

4.2 Common Problems with the Allison PTS 2500

• Overheating: Due to low fluid levels, cooler issues, or heavy loads.
• Torque Converter Issues: Resulting in power transfer problems.
• Electrical or Sensor Failures: Stuck in gear or erratic shifting.
• Clutch Wear: Causing slipping or harsh shifting.
• Fluid Contamination: From coolant leaks or debris.
• Valve Body or Solenoid Issues: Leading to erratic shifting.
• TCM (Transmission Control Module) Failures: Resulting in limp mode or improper operation.

4.3 Maintenance Tips for the Transmission

• Use Allison-approved fluids (TES 295 or TES 66.
• Replace fluid and filters at recommended intervals.
• Inspect the transmission cooler regularly.
• Avoid excessive idling and heavy loads to prevent overheating.
• Monitor fluid levels and quality (check for discoloration or burnt smell).

5. Best Practices for Overall Vehicle Maintenance

5.1 Fuel Quality and Additives

• Always use high-quality diesel fuel.
• Consider adding anti-gel agents in winter or biocides to prevent algae growth in stored fuel.

5.2 Intake Manifold Cleaning

• Schedule cleaning every 30,000 miles to prevent buildup.
• Use proper intake-safe cleaners to clear carbon deposits.

5.3 Preventative Maintenance Schedule

• Oil Change: Every 10,000 miles or 300 hours.
• Air Filter Replacement: Every 20,000 miles.
• Coolant Flush: Every 50,000 miles.

5.4 Special Tools and Diagnostics

• Cooling system pressure tester.
• Infrared thermometer for exhaust system checks.
• Diagnostic software: Navistar Diamond Logic Builder.

5.5 Cold Weather Operation

• Use block heaters during sub-freezing temperatures.
• Ensure fuel is winterized to avoid gelling.

6. ScanGauge 3 Usage and Metrics

6.1 Key Metrics to Monitor

• Refer to detailed metrics listed in section 2.2.

6.2 Programming Warning Thresholds

• Use the ScanGauge 3 menu to set custom alerts for each metric.
• Refer to the key metrics and thresholds provided above.
• Test the alerts during operation to ensure functionality.

This manual provides a comprehensive reference for monitoring and maintaining your vehicle. Regular checks and proactive maintenance are essential to keep your 2007-2009 MaxxForce DT engine and Allison PTS 2500 transmission running smoothly.

[cadillackid]

this is a great info guide to be putting together!.. we are going to see a lot more people having to purchase emissions diesels as they are now starting to age out in fleets and show up on auctions.. Pure mechanical and gen-1 electronic drivetrains are getting tougher and tougher to find and that means the exporters have less to choose from so they are bidding the price way up on auctions of (especially mechanical) these units...

[Omnibot2000]

Good write up for owners to watch out for stuff.

Thinking if the manufacturer would come out with an educational series when post emission engines came out.....maybe some warranty savings could have been made.

As for emissions. Wait for the 2027 EPA standards. It's about to get stupid.

[cadillackid]

Originally Posted by Omnibot2000

Good write up for owners to watch out for stuff.

Thinking if the manufacturer would come out with an educational series when post emission engines came out.....maybe some warranty savings could have been made.

As for emissions. Wait for the 2027 EPA standards. It's about to get stupid.

2027 is simply to get rid of diesels altogether and force electrics and (for a short time) CNG / propane..
even cummins is releasing a gasoline / CNG / Propane engine...

[nikitis]

Who knows. With the DOGE committee coming out, we may see slashings of the EPA. Let's see what the future brings.

[cadillackid]

Originally Posted by nikitis

Who knows. With the DOGE committee coming out, we may see slashings of the EPA. Let's see what the future brings.

its too short... manufacturers cant live in the short term... sure the EPA may get slashed in january but another administration might bring it right back in 4 years... so they might delay release but the 2027s are already in pre production state most likely... I believe IC or bluebird actually opened their 2026 orders already....

[kromboy]

Guess I'm keeping my ISC forever then, CAPS or not.

[Omnibot2000]

Originally Posted by nikitis

Who knows. With the DOGE committee coming out, we may see slashings of the EPA. Let's see what the future brings.

Can't back track now. Manufactures have invested too much.

Cummins for example with be running a 48 volt alternator to power a heating grid in the SCR.

They with dose the **** out of it to bring the NOx down further.

DPF may double in size

Emission warranty I understand it will now double in time and heard 480k miles or something silly for highway trucks.

Then in 2030, cylinder deactivation will likely be introduced. Cummins have already designed the engine to prepare for this.

With all said, Cummins admits this will reflect in pricing.

This is what I remember from the podcast. I might be wrong on exact details but you get the picture.

[nikitis]

Originally Posted by Omnibot2000

Can't back track now. Manufactures have invested too much.

Cummins for example with be running a 48 volt alternator to power a heating grid in the SCR.

They with dose the **** out of it to bring the NOx down further.

DPF may double in size

Emission warranty I understand it will now double in time and heard 480k miles or something silly for highway trucks.

Then in 2030, cylinder deactivation will likely be introduced. Cummins have already designed the engine to prepare for this.

With all said, Cummins admits this will reflect in pricing.

This is what I remember from the podcast. I might be wrong on exact details but you get the picture.

Sure, I get the picture.

However. There would be plenty of new companies that could spawn without all of the baggage willing to mass produce Old diesel engines again, and with the restrictions removed, there would be no problem to throw a crate diesel into it. Or even reverse engineer in shops to remove the restrictions added to the companies with the baggage investments without getting their hands swatted.

A lot of good could come from it, and we should still strive for this future.

[kromboy]

Quick question about California and their CARB laws since we're discussing the potential of Diesels getting banned in the future and chances are it'll happen in CA first.

Does CA regulate vehicles that are registered out of state for CARB? as in, if you're visiting, would they require you to follow their law? I've seen some videos of people getting pulled over in CA with cops reprimanding the drivers for the vehicle not meeting California compliance, but the consensus seems to be that the cop is in the wrong. Wondering if that's something we'll have to worry about in the future.

[Albatross]

Originally Posted by kromboy

Quick question about California and their CARB laws since we're discussing the potential of Diesels getting banned in the future and chances are it'll happen in CA first.

Does CA regulate vehicles that are registered out of state for CARB? as in, if you're visiting, would they require you to follow their law? I've seen some videos of people getting pulled over in CA with cops reprimanding the drivers for the vehicle not meeting California compliance, but the consensus seems to be that the cop is in the wrong. Wondering if that's something we'll have to worry about in the future.

My buddy and sometimes roommate drives a commercial truck, and he has told me that CA basically doesn't allow any commercial vehicle older than 3 years inside its borders. I've also heard that CA is banning the use of any more new diesel registrations.



Based on those statements, I would assume that CA would love to ban any diesel vehicles from its roadways, but to do so would be blatantly unconstitutional. What the proper interpretation of the constitutional law says is that if it is legal in wherever any license and/or registration is required in any other place, CA MUST respect that locality's law. Furthermore, a better understanding of the constitution and government would also recognize that technically, the "codes" that apply to operating vehicles on the public roadways really only apply to governments and their children--which would be companies and/or corporations. Interpretations of this have been expanded to include essentially everyone, but that is false, and proper argumentation in court will get you out of any contracts/tickets offered to you on the roadways by public policy enforcement-officers. This is kind of like how a couple of states in the PNW adapted and expanded the interpretation of the "interstate commerce clause" to try to ban people growing their own food at home, on their own property. The argument stated that while people growing their own food at home was not IN interstate commerce, it should be, because food grown at home by people for their own consumption competed with food that was in interstate commerce, and therefore the law could and should be applied.

[AllisonWanderland]

Originally Posted by AllisonWanderland

your overall thought align with my research!


I will be installing the scanguage this weekend when I have the bus and will let you know if I find these metrics on it.

The Scanguage III with J1939 OBDII adapter was a bust. Would not connect.


So it has been returned and I will be ordering the Scanguage KR designed for the J1939 protocol soon.

[AllisonWanderland]

Originally Posted by Omnibot2000

Can't back track now. Manufactures have invested too much.

Cummins for example with be running a 48 volt alternator to power a heating grid in the SCR.

They with dose the **** out of it to bring the NOx down further.

DPF may double in size

Emission warranty I understand it will now double in time and heard 480k miles or something silly for highway trucks.

Then in 2030, cylinder deactivation will likely be introduced. Cummins have already designed the engine to prepare for this.

With all said, Cummins admits this will reflect in pricing.

This is what I remember from the podcast. I might be wrong on exact details but you get the picture.

And just like that, the pre 2010 emissions MaxxforceDT looks desirable .

Wow, glad I only have a DPF and EGR to worry about for the most part.

[cadillackid]

Originally Posted by AllisonWanderland

The Scanguage III with J1939 OBDII adapter was a bust. Would not connect.


So it has been returned and I will be ordering the Scanguage KR designed for the J1939 protocol soon.

Get a bluefire and use a tablet. The KR has a really crappy screen .. I have a scangauge II with that screen and it blows . Device works great , just yucky display

[AllisonWanderland]

Originally Posted by cadillackid

Get a bluefire and use a tablet. The KR has a really crappy screen .. I have a scangauge II with that screen and it blows . Device works great , just yucky display

I truly appreciate this insight. 🙏🏻


I had no idea if the bluefire would work and scanguage is where I landed when searching.



have not bought the KR yet so will adjust fire. appreciate you.

[AllisonWanderland]

Originally Posted by cadillackid

Get a bluefire and use a tablet. The KR has a really crappy screen .. I have a scangauge II with that screen and it blows . Device works great , just yucky display

watched one video where you can customize the dash and bought it immediately after! should be playing with it this weekend.

[cadillackid]

Originally Posted by AllisonWanderland

watched one video where you can customize the dash and bought it immediately after! should be playing with it this weekend.

yeah you can build our own dash for sure.. its somewhat limited in te parameters it can capture but does the most used ones very well.. I have a couple of them... i wish they were a little deeper into the transmission data but you can request parameters for the to add and see if they will do it.