Yeah, that’s normally how we operate ours but I’ve seen some weird things about issues with def and not running it wide open and later on those same machines have issues! Of course neither of our machines have DEF nor do we want them too either.... thanks Tazza, As always !!!
Like any diesel under a load, you want to run it close to wide open in its max power range. Lugging a diesel under heavy load is a sure way to score piston skirts and cylinder walls. Not to mention EGT (exhaust gas temp) goes dangerously high.
In the last heavy truck shop I worked in, we maintained a stationary 8V71 Detroit Diesel/generator unit that provided the entire electrical power for an inmate camp. That engine was governed at 2250RPM and it ran continuously with variable loads at 1950RPM all year day and night. For the 12+ years I was around it the only thing we ever did to it was shut it down for routine maintenance.
So what you’re saying is that I should apply the necessary revs for certain situations and applications, so maybe around the 2000 to 2100 would be best, right? It’s a FPT 4 Cylinder and under the specs it says that max HP (under load) would be ~74 horse at around 2,500 while max torque is exhibited at around 1,400 ripems at 232 ftlbs. Based on the little I know about engines and dyno runs is that after a while torque will drop off after a certain number of ripems (torque curve). So would it be best that one should run the engine around the peak torque range or peak horse?
I was always told that diesel engines like being under load, when they aren't loaded down, that's when they carbon up.
Carbon up ? What do you mean by this.
"Ideally, you never lug any engine, i was unaware that it could cause damage to the pistons." Yessir, not so much apt to occur with a skid steer due to its operation, but with a heavy truck, if the driver continuously lugs the engine pulling long grades loaded in too high a gear at low RPM the EGT's go sky-high. Then with the pistons/combustion chamber temps so hot, the piston skirts will slowly deposit small amounts of material onto the cylinder walls. Then once the cylinder walls versus piston surfaces are scuffed to any degree, skirt material will keep slowly transferring, lugging or not. After a while, the telltale knock tells you that you have a scored sleeve (replaceable cylinder liner) requiring replacement including pistons. As you probably know, most all commercial diesels have a EGT dash gauge. When the temp creeps near 1200° it's time to grab a lower gear (or two) and the temp will go down. PrivadoMason, I have an FPT engine also and my manual says full throttle, but as Tazza posted, I back off the throttle too at times if moving around with no load.
Thanks for the info JDWY! Super helpful, would you apply this info to a diesel pickup as well ?
You're welcome. And yes, a Pyrometer (EGT gauge) is commonly installed in diesel pickups too. I bought a new Ford F250 diesel way back in '91 mainly to tow my 3 horse slant load gooseneck trailer. I'm not a hotrodder, but I wasn't satisfied with the pulling power so I installed an aftermarket ATS turbo kit in '93. With the increased power I installed a pyrometer to be on the safe side and sure enough, when towing heavy up long grades if I don't keep the engine in the upper RPM range I can get close to 1100°-1200°F range. I've got a ZF5 speed manual so I've got plenty of gears to downshift. Actually, besides heavy trucks, pyrometers are standard factory equipment in most dozers, big loaders, ect, that have a turbocharged diesel engine. Isspro has always been the best brand out there.
Neato! We have a diesel pick up as well but it’s stock. I was just wondering, plus the more you know the better! I assume you still own the powerstroke?
Yep, it's been a good old horse, I've got 249,000 miles on it and never done any major engine or trans work, just routine maintenance, water pumps, injectors, etc. It is not a Powerstroke, it's all mechanical, no electronics at all. If I remember right, the first Powerstrokes came out in '97, also 7.3 liters originally. In regards to max HP RPM versus max torque RPM, IMO those figures on paper never worked out in the real world. I drove truck part time and later full time after retirement and regardless what the specs were regarding max torque, all the various Detroit Diesels and Cummins diesels had by far the most pulling power at much higher RPM's than the max torque RPM on paper. I just dug out my New Holland L185 manual and the specs on the FPT engine says 82HP, maximum no load RPM 2675 (+/-75) and peak torque is 1400 RPM. There again, when working it hard, to me, the engine feels and sounds the most "comfortable" at about 2300-2400 RPM. (Except the times I forget to bump up the hand throttle)
Not a PStroke, that i did not know, I thought all 7.3’s were PStroke. NH L185, sounds like a nice piece of equipment! Dont have a L185 but we do have a LX865 “sort of the same thing” except for output and age! Man every time you reply i learn something new ! ???? (Either you’re really smart and knowledgeable or I simply don’t know much, i prefer the former!) thanks and have a great weekend!!!Yep, it's been a good old horse, I've got 249,000 miles on it and never done any major engine or trans work, just routine maintenance, water pumps, injectors, etc. It is not a Powerstroke, it's all mechanical, no electronics at all. If I remember right, the first Powerstrokes came out in '97, also 7.3 liters originally. In regards to max HP RPM versus max torque RPM, IMO those figures on paper never worked out in the real world. I drove truck part time and later full time after retirement and regardless what the specs were regarding max torque, all the various Detroit Diesels and Cummins diesels had by far the most pulling power at much higher RPM's than the max torque RPM on paper. I just dug out my New Holland L185 manual and the specs on the FPT engine says 82HP, maximum no load RPM 2675 (+/-75) and peak torque is 1400 RPM. There again, when working it hard, to me, the engine feels and sounds the most "comfortable" at about 2300-2400 RPM. (Except the times I forget to bump up the hand throttle)
Don't know about the smart part, don't know it all, but been around diesels, heavy trucks for so long (NOT skid steers), I've just about SEEN it all one time or another. FYI I had a brain-fade regarding the first Powerstroke years mentioned above. To be correct, first Ford diesels were the 6.9 liters in '83, in '89 they jumped the cubic inches to 7.3 liters. Then in '93/'94 1/2 they offered a Ford factory turbocharged version of the same engine (it was the aftermarket ATS kit). These engines had no electronics, strictly mechanical like an old tractor diesel. Then in the end of '94 they came out with the first Powerstrokes, fly-by-wire throttle, electronic injectors and engine controls. They also were 7.3 liters. All these engines were manufactured by International Harvester (Navistar). The much later 6.0 liter, made by IH, had so many major internal engine problems that it was the cause of FoMoCo and IH's divorce. From what I understand the present 6.7 liter or 6.4? engines are made by Ford. Regarding electronics, thanks to the knowledge on this site I was really surprised to learn how much computerized controls these skid steers have. Pretty scary since the only dealer within 100 miles of me is a local Bobcat dealership. Don't know if they can access NH, Cats, or other skid steers for electronic diagnostics or not. Hope you have a good weekend too, ours has started out at 7.9° above zero at 5AM.
6.7 liters on the newer ones, my old man had an 6.0 back when they first came on the market, one or two years later he got tired of the problems and head aches and sold it got a 06 Chevrolet 3500 Duramax, still have it today. The Skid Steer part, yeah the technology being implemented today is daunting but, if you have a solid SSL (which you do) you should be fine. We have a LX865 that we have owned since 96’. The only one major problem (which ironically was an electronic issue ????) the dashboard was wet by an employee and fried it so my old man bypassed as few things and got her running again! Hope you had a great Weekend JDWY, but by the sounds of it, it may have been a little nippy ????, thanks as always!Don't know about the smart part, don't know it all, but been around diesels, heavy trucks for so long (NOT skid steers), I've just about SEEN it all one time or another. FYI I had a brain-fade regarding the first Powerstroke years mentioned above. To be correct, first Ford diesels were the 6.9 liters in '83, in '89 they jumped the cubic inches to 7.3 liters. Then in '93/'94 1/2 they offered a Ford factory turbocharged version of the same engine (it was the aftermarket ATS kit). These engines had no electronics, strictly mechanical like an old tractor diesel. Then in the end of '94 they came out with the first Powerstrokes, fly-by-wire throttle, electronic injectors and engine controls. They also were 7.3 liters. All these engines were manufactured by International Harvester (Navistar). The much later 6.0 liter, made by IH, had so many major internal engine problems that it was the cause of FoMoCo and IH's divorce. From what I understand the present 6.7 liter or 6.4? engines are made by Ford. Regarding electronics, thanks to the knowledge on this site I was really surprised to learn how much computerized controls these skid steers have. Pretty scary since the only dealer within 100 miles of me is a local Bobcat dealership. Don't know if they can access NH, Cats, or other skid steers for electronic diagnostics or not. Hope you have a good weekend too, ours has started out at 7.9° above zero at 5AM.
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