Okay, now I can see the forum... dunno what the problem was here, but it's workin' now.
Wyatt- I DO RTFMs. I don't have a copy of BLN-9646, but I have read the application guides for the Model 15, as well as Sauer-Danfoss's fluid selection recommendations in HZ00A202. From what I see, they seem to say that Type CD oils are acceptable, but I haven't seen anything indicated where it's actually recommended. It's advantageous under situations where the fluid power system is under low load, or where engine, gearcase, and hydraulic system must share the same reservoir and fluid. They even specify water-based hydraulic fluids... but they sure don't recommend 'em.
What I see here, all the pertinant data appears in BLN10006:
Max intermittant temp of 220F, nominal of 180 (pg 7), optimum vis is 70 SUS, with continuous of above 55 SUS, intermittant not less than 45 SUS. (pg 15). They recommend at least 30 seconds of dwell time in the reservoir for cooling and de-aereation, with under 4psi of residual case pressure.
So, If you're having overheat problems, there's something wrong. Pg 19 has the best graph of all- the overall efficiency graph. follow the line up to the efficiency plateau, note that it's best is about 80% efficiency... that means if you're putting 10hp in, you'll only get 8hp out... and the missing 2hp is converted into heat... that's 5088 BTU. If you're running 20hp, that's 10,177btu being scrubbed off.
An aside- notice that in the far left side, where the load is light... the efficiency goes to pot... that's because the static friction of the pump generates heat, but the fluid's not carrying much power.
As for the PowerStroke, I don't have to do any searching for that data- my brother-in-law is involved in that project very heavily, specifically in the design/manufacturing economics venue. The use of engine-oil in that application is strictly a case of necessity... it also happens to be an Achilles Heel. Aereation IS critical in that injector, as is oil temperature- Navistar had no other way around it, so they accepted that solution to get the engine on the road. It's also the reason why Navistar's engineering and legal staff is working very hard to come up with a better injector- they're unfortunately very limited by both manufacturing cost and patent issues. The PowerStroke is a great engine, in the market at the right time, but look forward to seeing a change in this technology in a few years... once they get the annoying issues resolved, it will get even better.
