:D right on baz, this is so you can't get scared when you see those magic 4 digit celsius numbers :o:eek:Quote:
Originally Posted by Redback
jc
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:D right on baz, this is so you can't get scared when you see those magic 4 digit celsius numbers :o:eek:Quote:
Originally Posted by Redback
jc
I can't follow this :confused: how some one could say not to have a EGT Gauge. It makes common sense to me to have an EGT gauge if you are going to chip it and go to that expense . Why wouldn't you put in a gauge? its not that hard and you can keep an eye on high temps and stop any potential damage by easing off. R600 Macks had them in the 70's.Quote:
Originally Posted by justinc
It is true that recent diesel ECU's perform their own EGT measurement. This became necessary when DPF's were fitted.Quote:
Originally Posted by josh.huber
A modern diesel ECU reads EGT, it also reads A/F, boost etc.
All parameters which tuners change completely to meet their end goals. Just because the ECU monitors it, doesn't mean it's still safe.
There is only one way to get more power from a modern diesel. That is more fuel.
The only way to burn that more fuel safely (with only small increases in EGT) is to increase airflow in the same proportion.
The only way to increase airflow is with more boost.
So we have a flow on effect.
1. Is the A/F ratio maintained around stock levels? If not then we will see significant increases in EGT.
2. If the A/F ratio is maintained around stock levels, then we need an increase in boost that is higher percentage wise than the increase in power.
3. Can the turbos safely and efficiently produce this higher boost (higher shaft speeds) or are turbocharger upgrades required for reliability?
4. How does the gearbox like this large increase in power and torque?
The thing with modern diesels is it's very easy to increase the power. But increasing the power safely is very difficult.
It can be quite difficult at the consumer level to seperate the hack tuners who just increase fuel and drop A/F from the real tuners who have considered everything.
Which is why it's in the interests of the real tuners to make their case and show how good they are.
I asked the question about EGT monitors.Quote:
Originally Posted by Piddler
Here's a link.
What sort of gains? - Page 7
Baz.
Is this a D4 with 3 litre??? No D3 or 2.7 D4 has ths capability to check EGT via engine management. I would assume the 3 litre with DPF will do however, as per Dougals reply.
JC
450 and 500C huh?Quote:
Originally Posted by Redback
Whenever I see "peak" readings that low I start looking for problems. My two diesels with EGT run ~400C (pre turbo) on a flat 100km/h cruise.
I haven't yet run VCDS EGT on my tdi. Need someone else to drive while I watch the laptop.
The "accepted industry standard" of measuring post turbo is complete bollocks. When your turbo is working the hardest the post turbo readings go down while the pre-turbo readings go up. So you can be in piston melting territory while your "post egt" shows fine.
I got this cruiser owner to move his probe from post turbo to pre-turbo. Went from ~400C to easily past 750C: http://forum.ih8mud.com/threads/gtur...5#post-9105174
Cummins are running EGT of 380C (post turbo) on their industrial engines, but running them extremely lean, around 27:1, to keep NOx emissions down.
http://www.cummins.com.br/cla/downlo...us/ISF_150.pdf
When I first put my probe in(pre turbo) it would go way past 750c towing, of coarse this needed to be fixed as I do tow quite a lot, so I went through getting more air into the system and I also had the re-map de-tuned a tad, a combination of both fixed the problem without losing too much power.Quote:
Originally Posted by Dougal
Got the EGTs down to around 600c, I also learnt how to drive by the EGT Gauge.
Anyone who chips a diesel and doesn't monitor it, is just asking for trouble, for me if I hadn't added a gauge, who knows how much damage I would have done.
Baz.
I see nothing but tuning boxes.Quote:
Originally Posted by josh.huber
Ring them you will talk direct to their tuner