Ken Kills 2005 E350 6.0L PSTD SMB15 all elcetric

Well folks;
Got my E350 6.0L PSTD SMB RB15 back today with new pillar mounted gauges so I'll be able to track Trans temp and EGT's while on our extended winter trip.
We're hopefully departing tomorrow for a leisurely trek South through Ky., Tn., Ga., and Fl., then West through Ala., Miss., La., Tx., N.M., to Apache Junction, [Phoenix], Az., and return

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LATEST UPDATE

We've returned home from our "Annual" winter tour of the South and West. We traveled to Southern Kentucky for a week between Somerset and Russell Springs. Then Southeast to Hephzibah, {Augusta} Georgia for three days, and to Hinesville, {Savannah} Georgia for three days. Two weeks in Fla. @ Lakeland, Silver Springs and Ocala.
Next we went West to Ocean Springs Mississippi where we were unexpectedly caught up in a Mardis Gras parade and got buried in {15 LBS of} beads.
We blew a tire on the travel trailer in downtown Houston at rush hour, [another story in itself] on our way to Corpus Christi, Texas. After a wek in C.C., We took 6 days to get to Apache Junction, Arizona, with a stop at SMB Austin for some very minor warranty repairs.
We left Apache Junction three weeks later, on a Friday morning {7 am} with the temperature at {90*} and went to Gallup New Mexico where we awoke next morning {7 am} to find our water hose frozen solid.
We meandered East on I 40 through Az., N.M., Tx., Ok., Ar., and Tn., to Nashville where we turned North on I 65 to Bowling Green, Ky. From B.G East on Ky. 80 [future I 66] to Russell Springs and Somerset
Stops throughout Southern and Central Kentucky took up another 9 days.
The trip was mostly uneventful except as noted below.
Transmission temperature shot up to 195* during a traffic jam in Atlanta. The same occurred several times in cities and construction zones throughout the rest of the trip. The cause was usually traffic tie-ups with the exception of mountain driving, particularly through the Salt River Canyon where the speed limit was occasionally {15 MPH} and manual shifting was needed to maintain control on downhills and then get up to speed on uphills. This caused the transmission to heat up to, but not beyond {195*}, whereupon the cooling system promptly brought it back down to {175*}, measured post cooler.
It was also in the canyon that the pyrometer reached its highest recorded temperature of {900*} measured post turbo. At no time were either of these temperatures surpassed nor were they sustained for more than a few seconds.
We traveled 7300 miles through all types of terrain, using cruise control and leaving the transmission in OD to shift for itself as necessary to maintain speed.
Only once was it necessary, [because the cruise control couldn't hold the set speed], to slow to 45 MPH in third gear on a {10 mile long 7% grade} hillclimb in New Mexico.
We were heavily loaded with the E350 6.0L PSTD SMB RB15 Motorhome weighing {9,500 LBS} and trailer weighing {10,000 LBS}, yet we still averaged 10 MPG for the trip.
Having those gauges relieved me of a lot of concern and showed that the vehicle is capable of taking care of itself in most all situations.
There was never a "lack of power" concern and the cooling system worked phenomenally in my opinion.
There will probably not be many changes to our E350 6.0L PSTD SMB RB15 Motorhome in the near future except maybe more gauges.
A new larger trailer is in the planning stages possibly before the next trip.

CUL8R;
Ken Kill Sr.
2005 E350 6.0L PSTD
SMB RB15 all electric


<font size=-1>[ This Message was edited by: KenKill on 4/6/07 10:10pm ]</font>

well my take on this being a ford diesel tech for 12 yrs, is a 7500lb e350 is pretty much MAXED out on GROSS gvw, esp at 235 hp with a trailer on it,give the aerodynamics of it and head wind,what ever you do dont add a power adder(programer)if you blow the heads gaskets,get ready for a serious @#$% rapeing,bone stock a e series 6.0L do not have head or head gaster issues, hence the 235 hp,add your horse power and extra cyl press,you'll raise the heads off the block,if you need more power get a diff rig

Torino 501;
Thanx for the advice.
I've ordered a pillar mount to add pyrometer and Trans fluid temp gauges.
I may add a somewhat larger {4" or 5 "} turbo-back or Cat-back exhaust to let it breathe a little easier.
Then if more is needed, [I doubt it], I might go to a "F" series chip. I'm not going to do anything that would affect or void my warranty, until it runs its course.


_________________
Ken Kills
E350 PSTD
Class "B"
Upgrade
Project

<font size=-1>[ This Message was edited by: KenKill on 12/25/06 10:55pm ]</font>

Ken,
Do yourself a justice before adding or taking away from your Van.

Go to a dyno and have it done.

Find out what your Van is actually putting out befopre doing anything else and before setting in that 2,000 RPM's is really your sweet spot.

Each engine is diffrent and you might be suprised by the results.


FE
[addsig]

Falconaround;
Thanx.
A trip to the dyno is something I never thought of and surprisingly no one else has suggested.
That {2000 RPM} Sweet Spot is what I determined by reading myriad literature about the 6.0 L PSTD.
It appeared to me that in EVERY application, ["F" series, "E" series and excursion], no matter the HP or TQ rating, manual or automatic trans, it turned {2000 RPM} @ {60 MPH}.
I've wondered about the wisdom of towing in 4th @ {60 MPH} for {2800 RPM} and how it might be a waste of power and fuel.
I guess there is still a lot of research to be done.
I'll have a much better handle on things after the gauges are installed.
[addsig]

Killer, once you dyno that baby you will know exactly what sweet spot 'your' engine has.
That is what's important.
Once you know that, you can adjust your driving habits and maximise efficiency, driving 2,000 rpms at 60 mph lends me to believe that you have a lot of choices open to you.
Spend a hunnert bucks on a Dyno and find out.

FE
[addsig]

FE;
Yes, I'll have to do that!
Thanx again.

Merry Christmas and Happy New Year TO ALL!!!

P.S: I haven't used the name "Killer" since I got out of CB radio 30 years ago.

Ken Kills
E350 PSTD
Class "B"
Upgrade
Project


<font size=-1>[ This Message was edited by: KenKill on 12/25/06 10:14pm ]</font>

Send some of those cops down here -- we have a bunch of *folks* down here that can't figure out that the speed limit is 60+ and drive 40mph. [img]/forums/images/smiles/icon_smile.gif[/img]

Sorry I can't help with the real question.
[addsig]

With my experience tuning Diesels remember that they "detune" these engines so the drivelines handle the power. 2,000 rpm is always the sweet spot because that is where the ECU programming/hardware limitations turn the power down to. For MOST people there is no reason to have the kind of power that these engines can produce in a moderate tow vehicle. Remember, this engine may be the same as what is found in larger more powerful vehicles, everything attached to it is not. Fuel pumps, turbochargers, transmissions, intakes, intercoolers, exhaust, chassis support etc are not the same on your E series as what you would find in a commercial vehicle. You can’t continue to throw fuel or boost at the engine; a "balance" for each piece of hardware is needed. There is an “optimal” range for all those items. You can go outside of that “optimal” range, but things start to go wrong. Blowing heads off is not attributed just too increased cylinder pressure, but building that cylinder pressure in an inappropriate manner. Intake and exhaust work will make a noticeable difference so I would start there, then consult a custom tuner about what is right for you. Stay mild and you won’t have any issues in regards to your modifications. Now the other issues that plague these motors … you’re on your own. Good luck, and keep us up to date long term.

Allenman;
I wish I could send the cops down there, but they need the changing weather here to keep them cranky. HAHAHAHAHA!!

Jason, thank for Your input.

_________________
Ken Kills
E350 PSTD
Class "B"
Upgrade
Project

<font size=-1>[ This Message was edited by: KenKill on 12/31/06 8:34am ]</font>