DDEC Electronic Engine, First Year Manufactured

[Wanabe]

Members,
First, what was the first year for DDEC? Was it 1987? Second, for the "Do it yourself" kind of guy is it best to steer clear of DDEC? Kind of like owning a 1969 Camaro and working on it yourself as opposed to the 2013 Camaro you need a computer degree for, if you know what I mean?

Wanabe

[GORDON HUMMEL]

I would conside myself a Do it yourself kind of guy, & I would always want the advantages of a DDEC controlled engine. I think it was also @ that time that they went to the silver engine replacing the green. When I went on the road full time I sold my LS2 powered GTO. Was the best GM car I ever had, with performance & mileage that could never be rivialed with a mechanical engine. Very tuneable if desired.
I believe there is a group that work on hot roding the old 2 strokes if more power is needed.
I have always told people to stay away from the old green engines. They're asked how to tell if a green one was painted silver?.....Just check for oil leaks!

[MrE]

I agree with Gordon on having an ECM, look at Keith's (rellick) Cummins/Allison combination. With a simple reprogramming of the ECM he went to maximum horse power and from a 5spd to 6spd transmission:thumbup:. Detroit Diesel went to the 'silver' model in 1981 and DDEC 1 was introduced in 1985. My 1986 does not have DDEC, if it did it probably wouldn't be sitting in my driveway with a seized motor.:thumbdn:

[NewellCrazy]

The DDEC system was particularly easy to operate, and diagnostic functions were able to be displayed to the driver. Typically there are two indicator lights, one in yellow and one in red. The red indicator represents a significant engine fault, and in most cases the engine will automatically shut down to protect the engine from damage. The yellow light represents a minor fault, and was more of a cautionary function to alert the operator to a fault that might not be dangerous, or represent immediate damage to the engine. The operator is able to gain basic diagnostic functions via these two lights also. Accompanying the two lights there generally is a switch; when pressed in specific circumstances, the red and yellow lights will flash in a specific order and the operator is able to calculate a fault code, and know the specific problem with the engine.


DDEC I http://upload.wikimedia.org/wikipedia/commons/thumb/d/d9/Detroit_D60_diesel.jpg/250px-Detroit_D60_diesel.jpg (http://en.wikipedia.org/wiki/File:Detroit_D60_diesel.jpg) http://bits.wikimedia.org/static-1.22wmf1/skins/common/images/magnify-clip.png (http://en.wikipedia.org/wiki/File:Detroit_D60_diesel.jpg)
14 Litre S-60 view in a Freightliner Century S/T prime mover


Initially the engine was controlled by the DDEC I System, which was shortly after replaced by the DDEC II system which would last up to 1992.
The DDEC I system was a two box system. It had an Electronic Control Module (ECM) in the cab, and an Electronic Driver Module (EDM) on the engine to operate the injectors.
DDEC II The DDECII ECM was a single box mounted on the engine.
The DDEC II Engine was available in ratings up to 450 hp (340 kW) and 1,450 pound force-feet (1,970 N·m) of torque. The engine proved extremely popular with fleet operators, and built a strong reputation for reliability and longevity. It was also available in a popular "cruise power" configuration, which encouraged the operator to engage the cruise control function. During the normal use of the engine, 405 hp (302 kW) would be available, and when the cruise control was engaged the horsepower rating would increase to 425 hp (317 kW), as the engine was the most economical whilst the cruise control was engaged.
DDEC III In 1992 the DDEC III system was introduced and was available in horsepower ratings up to 470 hp (350 kW), and this was due to revised camshaft timing, and other improvements. Again, a "cruise power" option was available, and the standard rating was 430 hp (320 kW), and when the cruise control was engaged the horsepower rating was increased to 470 hp. Again, encouraging operators to take advantage of reduced fuel consumption.
The DDECIII system also introduced dual voltage(12V/24V) ECM's. Previous DDEC ECM's had been 12volt only. The dual voltage ECM's made installation into 24volt marine, industrial, and non USA trucks much easier. The use of Battery Charge Equalizers(Vanner) was not required as the ECM could now be connected directly to the 24volt batteries.
The DDECIII ECM was thinner than the DDECII ECM, and had wiring connectors at both ends. The front end had two five pin connectors for the injectors, and a thirty pin connector for the engine sensors. The rear end had a five pin Power Connector, six pin Communications Connector, and a thirty pin Vehicle Interface Harness Connector.
DDEC IV 1997 Brought the introduction of the DDEC IV engine, and further improvements in the design of the engine, notably a wastegate turbocharger and engine management improvements provided increased horsepower ratings up to 500 hp (370 kW), and increased torque outputs to 1,650 pound force-feet (2,240 N·m).
Series 60 14-liter In 2001 a larger stroke crankshaft increased the engine volume to 14 L (854 cu in), the power increased to 575 hp (429 kW) and torque increased to 1,850 pound force-feet (2,510 N·m).
In 2007 the 12.7-liter Detroit Diesel Series 60 was discontinued. Once the 12.7-liter Series 60 was discontinued, the 14-liter Series 60 replaced it.

[rellick]

I agree with Gordon on having an ECM, look at Keith's (rellick) Cummins/Allison combination. With a simple reprogramming of the ECM he went to maximum horse power and from a 5spd to 6spd transmission:thumbup:. Detroit Diesel went to the 'silver' model in 1981 and DDEC 1 was introduced in 1985. My 1986 does not have DDEC, if it did it probably wouldn't be sitting in my driveway with a seized motor.:thumbdn:
Jon, my engine is still full mechanical we just changed out the fuel plate to get the extra hp, the transmission is electronic.
My diesel engine mechanic (detroit guy from 1970 and still doing it) was saying they had alot of issues with the ddec1 and warned to either have mechanical or ddec2 or better, and has changed out alot of the systems. On the mechanical engines they had alarm stats that will shut the engine down in the event a over temp or low oil pressure happens. Just info to pass along

[MrE]

On the mechanical engines they had alarm stats that will shut the engine down in the event a over temp or low oil pressure happens.
I am aware of the protection provided for a pre-DDEC motor, just wasn't aware that one of the previous owners of my coach eliminated them :thumbdn: When it's back on the road again, with the rebuilt 8V92 without DDEC if the core is okay, or a replacement motor of some kind, I will make sure that all the possible protection is enabled to help prevent any kind of catastrophic failures in the future :thumbsup:

[SharkRacing]

I would agree to stay away from any DDEC1 as they are the problem child of the bunch. The DDEC2 is so so but the the DDEC3 and DDEC4 are great.