Viscous off Vs electric variable %of engagement Vs all electronic Vs hydrologic VSair

[gumby79]

I have a 91.5 ic 1st gen Cummins says my fan pulls 25hp engaged a ckass8 up to 75hp. And pulling a grade empty it will lock in and boy howdy can you tell it pulls some ponnys. With the cruise set to 62.5 (setpoints are in 2.5mph increments and it dose DWL all on its own as much as 10mph ) the fan locks up you hear it and fill it . No computer on my engine or cruise. By the time the cruise realizes that it needs to compensate I've lost 3-5 mph, now comes the rub 3-4 shift point is 60 up and down above 1/2 throttle , and the trans downshifts to 3rd ie 1:1 and I or the cruise have to put it almost to the floor 7/8 throttle to maintain 59mph to get the last mph and hit the shift point you have to go wide open. Or just sit tight to the top of the grade @7/8 throttle no good for FE. You can backoff/feather to the throttle to 1/2 to allow the shift (this causes compression braking droping almost to 50mph)this works on the flats but on a grade like "Baker-Grade Baker Grade Baker to Barstow, you back off1/2 throttle lose 1-5mph, shift, put the power back on and it down shifts. Also known as shuttle shifting, supper bad for an automatic transmission . So I pin it hit 60 and off unless thire are 25 of my160hp missing from the fan , then had to just back down to 50mph to the top and this really sucks. This was last summer. last week (mar2016) I adjusted the "TV"CABLE out 2 notches now pulling https://en.m.wikipedia.org/wiki/Elk_Park_Pass4mi It will hold 4th/55mph to about 875-900egt as befor 750egt was enough throttle to down shift .granted it was only40°F out summer will tell the tail.

The other day I checked the freeplay /movement at the tip of the fan blade was about3/8" ,1/4" calls for replacement.so need I need a new cluch
That was the background.
Option1
Update to 3rd generation electronic fan cluch.
Could a person use a variable speed fan controller to achieve the same variable % of lockup? Eg the hotter the radiator the higher the voltage the fan sees/the higher %of lockup? Or is the signal a 0-5vdc standerd automotive computer language ? If so this can be worked around.
Option 2
Stock replacement? And adjust the bi metal spring to come on at say190f Instead of (my original equipment )180f on 175off coolant temps. The thermostat opens at 175f and drops to 165f and will stay thire at 40-85f ambient below ive seen as low as 142f crestin Lookout pass I-90 X-mas eve 2014 no grill block-5 or so, I didn't get out. 153f with all but150sq in of rad blocked/75%. With 80%blocked back in Feb 2016 I hit 200f(first time above195fand 195 took Las Vegas in traffic with the A/C on max 115f ambient) pulling 925egt @70mph out of Helena southbound I-15 6%5mi empty so I made the hole bigger. Cummins calls for a 144sq ni Opening in winter fronts to keep the Intercooler working and prevent power loss, and melted pistons ,and ac/defrost condenser working to prevent ice on the inside of the windshield.

Option 3
full custom progressive 9,000cfm electric fan would be comparable stock 10,000cfm macanicel fan?
Option 4
air powered cluch like a class 8 / semi small 12vdc compressor for air supply

Option 5
Hydraulic power steering pump pressure supply like a HMMWV

I'M NOT SO In favorof options 4and5 all IN or all OUT from 100%freewheeling to full lock in an instant . Ever hear a class8 lug in ? Squealing Belt as it slides waiting the fan to start mooving for a second then whoosh that fan song.


Now for the parametersof engagement for options 1,3
2,4?and 5 have already been addressed (opinions wanted)

1 coolant

step1 180f 1000cfm step 2 3000cfm 185f step 3 190f 2nd fan @1000Cfm 1st @full step4 195f 2 fans @full 3000cfm ea step 5 200f fan #3 @ full 3000cfm for a total of 9000cfm

2 iat(Intake Air Temperature )

Step 1 130f 1 fan full step2 200f 2 fans step 250f All 3 @full
As per cummins any iat Above 90f will reduce power at a rate of 1%per 10°f above 90f https://drive.google.com/file/d/0B0l...p=docslist_api

3 ac/defrost compressor

Add a head pressure switch from a class8 for 1 fan only. The stock Dodge AC safty SWITCH WILL hit MAX turn the FAN ON for a moment 1-5 sec, simultaneously turning off the compressor,
Pressure drops turning the FAN OFF (as a safe level has been achieved )turning the compressor back ON for a few seconds 1-5

3b Ac / defrost compressor
Wire the compressor to a fan . Compressor ON fan full ON compressor OFF fan full OFF . No good with options 1,4and5 (opinions wanted )

4 trans temp
150f a separate fan on the air to atf cooler with a reverseing contactor relay to reverse the fan pulling hot air from under the hood @80f to keep it warm. @-10 and lower so that as per Dodge tsb#07-01-89 TSB 07-01-89 I dont have to drop to 3rd to keep the atf from freezing and burning up my trany killing FE yes this is a problem Butte, MT is listed as the 18th coldest city in the continental United States
__________________

[Frank Lee]

Dang my A.D.D. :/

[gumby79]

Which patr are you having trouble flowing?

[Frank Lee]

Lolz!

[gumby79]

If you were upgrading / replacing your Diesel cluch fan, witch option 1-5 would you use geven the 4 parameters?

[gumby79]

I except the question has a lot of technical aspects. But that is why Diesel Mechanics get paid the big bucks.and it also contains personal observations, and technical references with links. So how can I help? What can I clarify for you?

[darcane]

Originally Posted by gumby79

I except the question has a lot of technical aspects. But that is why Diesel Mechanics get paid the big bucks.and it also contains personal observations, and technical references with links. So how can I help? What can I clarify for you?

I think it's more due to the lack of a TL;DR at the bottom...

I prefer simple solutions, and would stick to the stock replacement(option 2) or option 3 if you can find one with a decent aftermarket fan with a standalone controller.

[gumby79]

TL;DR???
Some thing like this maybe 2 and some custom wiring and components also.
http://dccontrol.com/65p35.pdf
The electric option is not off the shelf part ,its a full custom system and may require a "raspberry pi"

How to use the Raspberry Pi B+ computer for your next DIY project - PCWorldor other custom softwere/hardware. If the Raspberry Pi is needed, iit can be my stand in for obd2 for a mpgeineo, or similer data loger, more parts would be needed of corce

Gumby. Be flexible

[Xist]

tl;dr is short for "too long; didn't read," but also, there seem to be typos. From the first paragraph:

I have a 91.5 ic 1st gen Cummins says my fan pulls 25hp engaged a ckass8 up to 75hp. And pulling a grade empty it will lock in and boy howdy can you tell it pulls some ponnys. With the cruise set to 62.5 (setpoints are in 2.5mph increments and it dose DWL all on its own as much as 10mph ) the fan locks up you hear it and fill it . No computer on my engine or cruise. By the time the cruise realizes that it needs to compensate I've lost 3-5 mph, now comes the rub 3-4 shift point is 60 up and down above 1/2 throttle , and the trans downshifts to 3rd ie 1:1 and I or the cruise have to put it almost to the floor 7/8 throttle to maintain 59mph to get the last mph and hit the shift point you have to go wide open. Or just sit tight to the top of the grade @7/8 throttle no good for FE. You can backoff/feather to the throttle to 1/2 to allow the shift (this causes compression braking droping almost to 50mph)this works on the flats but on a grade like "Baker-Grade Baker Grade Baker to Barstow, you back off1/2 throttle lose 1-5mph, shift, put the power back on and it down shifts. Also known as shuttle shifting, supper bad for an automatic transmission . So I pin it hit 60 and off unless thire are 25 of my160hp missing from the fan , then had to just back down to 50mph to the top and this really sucks. This was last summer. last week (mar2016) I adjusted the "TV"CABLE out 2 notches now pulling

I underlined the parts my browser said were misspelled and italicized the parts that confused me, or tried, because that was difficult for me to follow.

[gumby79]

pin it =100% throttle, open, full throtle,on the floor, giveing it everything, run the throttle against the fule stop pin governor
So I pin it hit 60 and off unless thire are 25 of my160hp missing from the fan..... Go from7/8 throttle to 100% accelerating to until the transmission hit its predetermined shift point 60mph unless the 25hp load plus 136hp to over come gravity, rrc, cda, and parasitic load,= 161hp mytruck only has 160 available so it will slow down at 100%throttle.
supper= extremely
droping= reducing
fill= physically perceivethe loss of motive power, a sudden 16%loss of hp is noticeable
dose= opposite of don't
ponnys=many small horses
ckass8=class 8 =semi, 18 wheeler, heavy duty truck
pulling a grade empty= hill at tare,just me no load ,as apposed to pulling 10,000lbs trailer
No computer on my engine or cruise.= old school if i can start it I can drive on 9volt Battery with cruise control working it takes 6watts to run the engine@ a minimum of 9vdc to keep the fss open fss=fule shut off solenoid 14amps to open and .5amps to holdit there, its all mechanical cruise is vacuum actuated 1970s style.
Baker-Gradea3500ft hill climb see link Baker Grade =link Baker to Barstow =direction of travle .

I can tell you, I can show you, I can do it, but not written I'm trying at least. You ever see those misspelled mixed up letters that 80% of people can reed and don't notice untell the end when they tell you its messed up. That's me part of the 80%and Android has no spell/grammar check so that is no help for dyslexia ,and add don't make it any better.

and your options?

I figured this was to technical of a question to ask with my English-companion skills . Nothing ventured Nothing gained this was a 5hr venture for the original write-up. I think thire are enough 80%ers hear to see a payoff. Thank you
Gumby be flexible.