Do you have a favorite mechanic in your hometown that does the majority of work on your truck, however, he is NOT able to tune your ECM, program the ECM or diagnose problems via the ECM?
If the check engine light constantly comes on, we will help your mechanic or you, as to the proper way to repair the problem that is causing the check engine light to turn on. We are making this service available because so many of our clients do not travel to the northeast. For some strange reason, many owner-operators just want to stay on the I-5 corridor on the West Coast, or in the state of Texas. Now the electrical engineers at our facility can share their knowledge with our clients regardless of where they live and operate. All that is needed is the briefcase with the necessary equipment and a telephone.
Variable Geometry turbochargers on DD3 and DD4 Detroits and some ISX Cummins. I have to admit that I did NOT like variable geometry turbochargers because of the failure rate. I did like the concept, and would like to have on my 12 valve 1995 Dodge Cummins pickup, it’s just not possible because this engine is not equipped with a computer. However the failure rate of the variable geometry turbo was quite high on the early 2003 and newer diesel engines equipped with EGR. Most of the failures were the variable geometry vanes would get clogged with soot from the EGR system, however the DD3 and most of the DD4 Detroits did not have EGR systems so there is no soot to lock the variable vane into one position. We have installed several of the VG turbos and the results are amazing, out of a 12.7 liter engine we were able to develop 1800 ft. lbs. of torque at 1200 rpm and 600 horsepower without building excessive exhaust temperature.
The advantage of the variable geometry turbocharger on 12.7 Detroit is not only the fuel mileage increase, but the drivability of the engine, especially in cities, traffic, 2 lane back roads especially if there are hills involved, and varying altitudes. There is always constant power horsepower and torque under your right foot! As of this writing we are installing a variable geometry turbocharger on an ISX, this is the first one and so I have no results to tell you now, I will next month. Taking a product or engine that was prone to failures and making it a great product or engine is something we have been doing at Pittsburgh Power for the past 39 years.
How can this tractor-trailer obtain great fuel mileage if it’s not running in the same line? Out-of-alignment, bad tires or tires of high rolling resistance, restrictive mufflers, small turbochargers, restrictive exhaust manifolds, leaking charge-air coolers and loose clamps or hoses connecting the turbocharger to the charge-air-cooler and then to the intake manifold or the hose going to the air compressor from the intake manifold are ALL places where turbo boost is lost.
Think about a chain only being as strong as the weakest link: An engine’s air supply is the same, and those are ALL LINKS. A free running truck will be able to cruise along a level interstate at 2 to 8 psi of turbo boost, the lower the boost during cruise, the better the fuel mileage will be. Your job as the driver and owner is to operate the truck in this manner and to install the necessary items on the truck to make this possible. The easier the truck cruises, the longer the engine will live and the better the fuel mileage. The 264 rear gears is a huge plus in building a freely-running truck. We have in our inventory most of the items to be able to help you obtain a freely-running rig.
SOOT from an ISX EGR-DPF engine: Take a look at this picture: Most all EGR engines have an excessive buildup of soot in the air-intake manifold. We have a cleaning process that will pressure-wash the inside of the engine, then we physical clean the air-intake, doser valve, EGR-valve and any other item emissions-related items so they will work as good as new or better. Please don’t ignore the emissions systems: It’s much better to have us clean and maintain them every 200,000 miles (it’s only a day’s labor) as opposed to waiting for a failure and shut down.
Pittsburgh Power Inc.
3600 South Noah Drive, Saxonburg, Pa. 16056
HAVE YOU NOTICED THE BLACK COATING INSIDE YOUR FUEL TANKS?
John’s studies have found the temperature and pressure in the injector tip is high and hot enough to link the molecules found in diesel fuel that create Asphaltene. The injector does NOT inject all of the fuel that has been heated and pressurized, and returns it to the fuel tank. The Asphaltene is actually a polymer which is created in the injector tip, then returned to the fuel tank. So even if you install a fuel cooler it WILL NOT fix this problem because of the heat and pressure present in the injector tip where the polymer is created. The chemicals we have today to add to the fuel, made by Fleetguard and Penray, are to disperse (dissolve) the polymer back to diesel fuel. This problem is most present at refineries where they treat for it constantly and if your engine produces Asphaltene you should run the chemicals consistently as opposed to waiting for a problem. The labor to remove the fuel tanks, have them cleaned and reinstalled is about $1200.00
Internal Engine Cleaning, We spoke about this about one year ago and the program has been very successful. If you own a 2003 or newer truck equipped with EGR, or EGR and DPF, or 2011 and newer with EGR-DPF-DEF, then you should think about this cleaning process once a year when the oil is due to be changed. This process takes about one hour to perform and the process of flushing the engine with a thin oil with 6 times the detergents regular oil. After the internal cleaning and your oil and filters are then put into the engine and, you will be amazed at how long you can drive and the oil on the dip stick will remain clean. Emissions engine eat a lot of soot, and much of it stays in the engine cavities during an oil change, with the internal cleaning process the engine is pressure washed with the ultra-high detergent oil and the cavities are flushed out. The normal price for this operation is $350.00 plus oil and filters, however for this summer we are having a special, $275.00 plus oil and filters. Try it once and see how much extra dirt we can get out of your engine.
The summer heat is here and so is high coolant temperatures. Owner-operators expect a lot out of their trucks and engines today. Years ago on the very hot days especially in the South, many guys sleep during the day and trucked during the night because they could not keep the coolant temperatures down. Charge air coolers, better radiators and electronically controlled engines have made it possible to drive in the 95 plus degree days. The negative of today’s engines is 190 to 195 degree thermostats. We always install the 180 degree stats because it takes 16 degrees to fully open. So if your truck is equipped with a 190 stat then it’s already 205 degrees before it’s fully open. Please don’t be afraid to manually turn on the fan before getting into the hard pull section of the hill or mountain. It’s easier to beat the heat than trying to cool it off after it gets hot.
The Pittsburgh Power Radiators are always built with as many tubes that we can fit in the confines of the opening of the hood. Think about this, on a 379 Peterbilt equipped with a 500 horsepower Detroit there are 177 tubes to cool the water and 14 fins per inch. The fins between the tubes carry away the heat. If the same truck is equipped with a 550 Caterpillar engine there will be 234 tubes to cool the coolant. Our 379 Pete radiator has 400 tubes and 16 fins per inch. Plus we use a dimpled tube to dissipate more heat from the coolant. Yes this radiator cost about $1,000.00 more than a stock radiator, however you’re getting twice the radiator.
Than install the 180 degree thermostat and your engine will run cool even on the hottest days. Another truck I used to use on the Big Cam 4 Series Cummins with the low flow cooling system was to install an additional coolant tank. I would use and air tank, mount it back in the frame rails near the transmission or where ever there was space, and run a 1” water line to the front of the tank. I would take the coolant from the engine right in front of the black heater and return out of the far end of the air tank back to the water manifold. Then add about 5 more gallons of coolant to the radiator and the results were pretty amazing. The engine would run 20 degrees cooler on a hard pull for 7 miles. If the mountain was longer than 7 miles, than you would have to drop some gears to keep it cool. One of our clients from eastern Ohio mounted a radiator out of a Camaro with an electric fan on it and once the coolant came out of the tank it passed through the Camaro radiator. Problem solved!
Many times over the years of writing about diesel engines I have referred to the diesel engine and your body to be very similar. Both need clean oxygen, a good source of fuel, or food, and both must get rid of their waste in a timely manner.
Have you ever been constipated? What do you think happens to your engine when the muffler is clogged or the exhaust flow is impeded? Look at the effects of cigarettes on your lungs and how hard it is to breathe when you have a cold, just like your engine when the air filter is dirty or too small for the horsepower it is developing.
The next time you are crossing Vail Pass on I-70 at 10,400 feet elevation, pull in the rest area and run up the mountain along side the interstate, how many feet can your lungs and heart carry you up the hill before you're gasping for air? If you are in great shape you may get 40 to 60 feet. WOW, and you expect your diesel engine to pull at 10,000 feet like it does at sea level. There is 1/2 the molecules of oxygen at 10,000 feet elevation as compared to sea level. If it's too hot and humid outside for your body to do physical work, than it's too hot for your engine also, like wise if it's too cold for you do to do physical work, it's also too cold for your engine. Be gentle with it, when it's below zero and you see the white smoke coming out the stacks, the engine is telling you it's breathing air that is too cold and the fuel is not burning properly, may be a winter front would help.
We ask a lot today out of our engines, after all everyone thinks the ECM will take care of everything. This is NOT true, you still need to employ common sense when driving and maintaining your truck. Ah, there is the word, maintaining your truck. Let's face it, most people today do as little as possible to maintain their truck. How many times a year do you get under your truck to grease it, change the oil, check and adjust the brakes, inspect the air lines, exhaust system, and drive line? I quite often hear
"I just drive this truck, I don't work on it"
Here's a video for directions of the proper procedure for use of Klotz Foam Filter Oil.
Wash filter with Klotz KL-608 Air Filter Cleaner to remove dirt and oil. Shake well, and apply Klotz Foam Air Filter Oil evenly on new or cleaned filter; squeeze out any excess oil. Excessive oil may cause engine to run rich momentarily. Never operate engine without air filter and filter oil.
We have proved them wrong! You the owner-operators of North America, Alaska, Hawaii, Australia, New Zealand, and Switzerland, along with us at Pittsburgh Power Inc.
I loved and still do enjoy working with my hands. However back in 1977 diesel engines were dirty, noisy and slow. A small cam NTC 350 was a big hammer and this was the start of the Big Cam NTC Cummins. In 1977 nobody no one gave extra fuel to diesel engine, but I did. I realized that most owner-operators were gear heads just like I was and if I could drive a high performance Corvette as my every day car why couldn't an owner-operator have a performance diesel engine in his every day truck.
I’d like to take an opportunity to introduce myself, I’m John Walko, but you may hear a few others around here refer to me as Johnny. There is a reason for this, as Bruce likes to say he found me under a Corvette when I was 15, it’s true. I was at the race track with my father, and his name is John, so to friends and family I’m Johnny. I was introduced to Bruce as Johnny and it stuck.
I spent two years working in the shop as a mechanic under Gary Hoffman’s guidance. During those years, Gary was a very active shop foreman, and probably the best mechanic that I have ever had the opportunity to work with, and I have worked with Indycar mechanics. The skills, process and methodology learned during those years have served me quite well. I have used them as a guideline for mechanics that I have employed over the years on my championship winning race teams.
Teams that I have owned or managed have won championships in both the Pro Formula Mazda and USF2000 categories of the Mazda Road to Indy, an intensely competitive series primarily consisting of young drivers on their way to the highest levels of motorsport. This is an environment where failure is not an option, there are no comebacks, a loose bolt can destroy a two hundred thousand dollar racing car and injure or possibly kill a young driver. The skills learned here gave me and my crew the ability to operate successfully in that environment, and it will be my intention to do whatever it takes to bring the quality of work coming out of this shop to the same level of a championship winning race team.
In the years after Diesel Injection I’ve done quite a few things all of which I’ve learned a thing or two from. I made an attempt at college that didn’t go so well (I’d love another chance at this), bartended, moved to Colorado to be a ski bum (I thank Bruce for this), managed a restaurant, and then my father and I started a small manufacturing business in the early nineties. I was tasked with managing the shop, designing and building truck mounted vacuum excavation systems. I did this for eight years, and during that time I discovered that I really enjoyed managing a shop.
I learned an awful lot about fabrication and manufacturing. We built some really nice equipment, but the business never proved to be very profitable, maybe the stuff we were building was a little too nice. During the years building the vacuum trucks I had some freedom and a little bit of space in the back corner of the shop that enabled me to do some restoration work on race cars, which led to me driving for a few seasons. I was pretty quick, this led to more restoration and set-up work on racing cars, and soon my hobby became my business and I loved it. I have no regrets, but at 49 years old a steady paycheck and a little less travel is starting to look pretty attractive, so again I called Bruce and as it turns out he had a need.
I love to spend time with my children (I’ve got four 20 Emily, 19 Trent and 10 year old twin girls Jenna and Julia), ride bicycles, ski, work on my sons go-karts/race car. I drink craft beer, listen to alternative, blues, jazz, alt-country, folk and bluegrass music. I watch very little TV, and I won’t talk to you about religion or politics.
Well, enough about me now I’d like to hear about you. Of course I’ve been given some input on all of you, but I would really like to know in your own words where you think your strengths and weakness lie, the types of jobs you are most comfortable or uncomfortable with, and some of your personal interests.
I would also like to know areas in which you believe that we can improve as a company. I will use this information to do my best in pairing you with tasks that you will enjoy. This doesn’t mean that you will never again have to do something that you don’t like, but you need to know that an effort will be made to keep you in your comfort zone while we work together to expand that zone. This is also going to help me write an employee handbook that is just going to make everybody’s job easier by outlining processes and procedures that you may now be giving too much thought to. With this information we will be able to build a team that is stronger and more efficient than any of us are individually.
I want you to know that as your manager I will be working for you. The information that I gather here will be used to shape the future of the shop, so now is your chance to make a difference. Sometime soon after I collect and read all of your responses I will be meeting with each of you individually to discuss your input.
Feel free to email your input to me at firstname.lastname@example.org.
What are you doing to out perform your competitors? You are an Owner-Operator and your are self-employed, even though you may be leased to a large carrier, every other truck out there is your competition. You may think I'm only one man with one truck how can I compete with the 5 million other trucks in North America? The answer is you don't compete with them, you compete with YOURSELF!
Take a look at yourself, your family, garage and especially your truck. Are they all perfect? Of course not, however they all should be a work in progress. The most important item in your life is your body and health, we all know that without health we have nothing and how are you going to improve the other aspects of your life if you can't physically do it. Walk more each day, eat more vegetables and fruit.
Brad Ekstam the owner of the FASS Fuel Systems told me he just lost 21 pounds by eating a large lunch and just vegetables for dinner. I'm doing that now and just lost 9 pounds. Get rid of those cigarettes and cut way back on the alcohol. Minor changes over a period of months will make a difference. Being self employed, your physical appearance does make a difference. A dress shirt with your company name and your personal name helps people to know you and sets you ahead of the next guy.
We talk about this subject quite often and continue to learn more about the value of fuel and exhaust flow while testing trucks on our new Taylor Dyno. For instance, our ported and ceramic coated exhaust manifold flows 20% more exhaust, lowers the exhaust temperature by 125 degrees and improves the spool up time of the turbocharger.
What we have recently learned on the C-15 Caterpillar single turbo engines is coupled with our High Performance Cat Turbo the engine gains about 100 horsepower.
We are NOT adding any additional fuel just eliminating restriction and turbulence and the net gain is 3.12 horsepower per pound of turbo boost. That is an incredible gain of power just by changing two items on the engine. Keep in mind these trucks that we test already have our high flow quiet performance mufflers and most of them have the Fleet Air filters already installed. Every day we get back reports from owner-operators that install the manifold and turbocharger at the same time and they tell us they have to learn how to drive their all over again because of the power, rate of acceleration, and response and know we know why they feel such a difference, they have just gained 100 horsepower.
This article originally appeared in
Big Rig Owner
January 1, 2015
By Bruce Mallinson
“My truck smokes!” Many times during the week, I will answer the phone and hear this statement. Before I can help you, I will first need to know what kind of truck and engine you have, when it smokes, and what color the smoke is. Once I know all that, I can help. There are four kinds of smoke: white, blue, black and black just when you shift. Usually, it is the last one. If you are seeing black smoke when shifting, you are shifting at too low of an RPM or your right foot is too heavy on the throttle when the turbo boost is below 8 psi. Let’s look at this issue first, then go over the other types of smoke later in this column
It takes 8 psi of boost to turn black smoke into clear, and if your fuel system is responsive and you push too hard on the throttle, the engine will produce black smoke until the turbo boost gets to 8 psi. Eight is the magic number, and you should know when your engine has developed 8 psi of boost by the sound of the engine and the turbo. Also, you should have a small spot mirror on the top of your driver’s side mirror bracket looking up at your stack. With one eye on the spot mirror and one eye on the turbo boost gauge, accelerate slowly. Once you get to 8 psi, give her more fuel, just don’t mash on the throttle, roll into it gently. This one change in your driving habits should decrease your amount of black smoke you see when accelerating or shifting.
Back in the days of the mechanical engines, there were aneroid valves that did not work very well so they were removed. Then, in late 1977, Cummins put the aneroid valve into the AFC fuel pump. It had some problems for a couple years, then the engineers at Cummins got them working perfect, but they were a little on the light side for fuel. We figured out how to make the adjustment so you still had response when starting out and when you shifted a gear with only a slight puff of smoke. If you were easy on the pedal, there was no smoke.
Many of the articles compiled here where written by Bruce Mallinson. Attribution to other contributors is given in the specific articles.