series 60 bombs
 

Any one have any ideas to do to my new to me detroit series 60 430/470hp ,it is in a 98 volvo vn640,I see someone has already pinched of the wastegate and I was told to drill out the fuel fitting in the back of the head to allow for more fuel flow ,The truck is going to get a appointment with a laptop,it was a fleet truck so I know it is set at min hp and it has a top speed limiter of 100km/h that definitely has to be removed along with the three minute idle shutdown, some times I have to wait longer than that in the pit to get loaded,this truck is going to be used for hauling aggregate and asphalt with my larochelle scissor dump and the new live bottom/belt floor trailer as soon as i can find a new one I like, any tips or links would be greatly appreciated :humm:

if you have a spare ecm or can get one, i can get it done for you, and it will be cheaper than have detroit do it, i can have it set at what ever you want, and take out what you dont want, it will run with the big boys, and this aint no bs either i have had it done to all my trucks and many others. I have a spare but it has an issue with the jake brakes(only one stage works), pm me or call me


chad
607-745-9140
Upstate Diesel Performance

Got anything for a mack? 2006 Mack CH613 , with a renault 460HP engine, drives like a 350HP M11 though...

be carefull with the waste gate hose pinched off, everyone of those troits I've seen with exhaust manifold gaskets blown out and the studs broken off have had that hose pinched or capped off. I really don't think you gain enough to make it worth while.

there is a map sensor on the driver side on the intakein the middle of teh engine u can change and it makes a difference little black smoke though, the one u buy is a hayes sensor but i will have to get the part number if u are interested

I'm interested let me know the #,I already got it turned up some seems to pull alot better than my ddec2 series 60 425hp,this one is 470 hp but I don't think it will give me the fuel mileage the old one would ,some days I think it made fuel:tttt:

i did my 94 western star 470, 15 over, 370 rears it helped considerably and pulled flatbed from amarillo to dallas knocked out a consistent 6.6 miles to gallon lighter loads 72-76000 pounds

That's just hardly half a load :w2:

I gross 110 000lbs every day I'm behind the wheel ( that's legal on a tri-axle trailer/tandem truck up here) You can go to 121000 on a quad trailer/tandem truck.


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The pniched off waste gate does not help. the ecm will not give fuel if it does not meet the specs of the IAT, IPS, BPS, and if the injectors and turbo are not high HP then then you can program the ECM all you want and it will do nothing. DO NOT drill out the restrictive fitting in the back of the head. It will not help, only cuase the fuel to syphon back to the tank when the engine is not running. Trust me its there for a reason.

I work for Freightliner, I work on the S-60 day in and day out. Its pretty smart system. Much more than the 2gen cummins. a DDECIII ecm? There is a company called PITTSBURG Power and they half been reprogramming ecms for big trucks for a long time. I have a couple of local guys that have sent there ecms to them and have had great things to say about them. Pretty much put the marine specs into the ECM's where dealers can't do that. Try them.

How many miles on the truck? Try running the over head, while in there take note of the injector codes and have the dealer make sure there correct in the ECM.

In order to make real numbers 515hp 1850tq you have to have the right cam, turbo, injectors, connrods, pistons, fuel pump, there should be a sticker on the side of the valve cover that will tell you the max hp & tq the engine is rated for.

the truck has the small setup 370/430 setup in it but when i bought it i thought it had the 430/470 setup because someone changed the valve cover to a 2 piece unit for the ease of removal with those #'s on it but the ecm says it is the smaller set up but it is sufficient for me it has more power then the 425 ser 60 I've been runnin and for $6500 it was priced right :U:

Just got my ECM back, DDEC III, 500+15% 2210 rev limiter, I've got a buddy that just laid down 504 to the wheels with the fan on in salina KS with a 485 with 15%.

sounds like some good #'s ,but I would think the MPG would go away some :U:

On the DDEC computer-controlled injectors, is there anything to gain with the old "vice grips over the fuel return line" trick? Or does it see the pressure in the head and adjust the injectors accordingly?

With the DDEC ECM, there is no fuel pressure sensor. Only fuel temp. They are electronicly controlled and use an orfice fitting in the back of the head to regulate pressure. Closing the gap (trying to raise press) will do nothing for the injectors. DDEC uses logic controll. Two timing sensors (cam&crank) monitor injector response times, then the ECM regulates from there. Raising fuel pressure will not help. The ECM will just make the injectors close faster.

One trick i have seen done is to install a resistor in the fuel temp circuit to make the ECM think the fuel temp is cooler than what it is. Have not seen anything proving that this work.

Give this sight a look. They're doin some pretty impressive stuff with Detroits. Makin em run with Cat and blowin Cat's mpg's out of the water.

The Pittsburgh Power N-14E Cummins and 3406E Cat Electronic Upgrade Kit

ain't hard to blow a new cats fuel mileage away I do that with my old series 60 stock:U:

We have a couple guys running the new c/15 cats getting 3.9 to 4.5 mpg, our new DDEC engine and Cascadia chassis are getting 6.9 to 7.8 pulling 105500 gvw. Pretty insane difference. Some guys save in fuel, the cost of a new truck payment.

So far my fuel mpg hasn't dropped. But I haven't had any real good way to test it, still did close to 5 with a 45mph side wind:argh: Been havin to stand on it hard this whole trip. Same fuel mpg, with added power....I'm happy.

you can change cal codes of injectors, if the turbo is wastegated you can adjust the rod so it opens later, you can put a resister in the boost sensor harness to show the ecm higher boost. thats pretty much it unless you want to spend some money on hard parts and programing to turn it up. hard parts are turbo cam and injectors. there are 800 hp series 60's out there you just got to know somebody at the factory to allow you to program one. its deffinetly a bad idea to drill out the r80 fitting. you will burn up your injectors.

At UNOH, we had a 60 series on the dyno all the time and the teacher tried different things to it to try and match the signature 600 we also had on another dyno.

both engine were egr engines, to keep them close.

one thing i do remember him doing is moving this fuel temp sensor from the back of the head to the inlet on the engine. little cooler fuel there.

i think that was right. lol been 3 years since i was in school .

change the boost sensor to the wells su129. little more fuel. fuels sooner too

Not trying to argue with a freightliner tech, but the check valve in the return line is what causes the fuel to drain back, and leave the head dry, not the restriction fitting. I know of a couple guys that have drilled out the restriction fitting with no ill problems. Not sure of any dyno HP differences though.

Give this a try. Go to archived articles, under performance zone read the January 2004 article. They got close to 800hp out of a 12.7L Detroit. There's also another July 2009 article where they get around 9mpg out of a DD4.
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