Thread: TD5 EGT's.

Hi Joel.
What stage td5inside tune did you get?

Originally Posted by joel0407

I have a gauge for mine but I don't have it hooked up yet. I have also just got a new tune about a week ago from Jose at TD5Inside.

Mine has a bit of history as the previous owner had a Bruce Davis tune. Through some research and info on here, I found the Bruce Davis tune was a EU3 tune and I have a EU2 vehicle. You can search for the differences but the main one was the EU3 has a atmospheric pressure sensor and the EU2 doesn't. With the EU3 tune mine went reasonably well but was over fueling and had (what I think) was pretty high EGT. I would hit over 700 and have to back off about 115km/h or so if I held it flat from a stop start. That was not really an issue as I don't think I have ever had to accelerate that quick in normal driving, I only did it as a test. The problem was I could achieve the same EGT accelerating from 100 - 130km/h when over taking. Then I would have to back off due to EGT and may not complete the over take.

I contact Bruce Davis and he was pretty unhelpful. First he sounded like he didn't know what I was taking about with the differences and then he wanted to charge me to fix it. I see it as it was his mistake in the first place.

I ran the Base map for a while and it was very noticeably down on power from the Bruce Davis tune but the EGT never went over 700. I didn't try it towing anything. I liked the power and I have an alarm on my EGT gauge so I stuck with the Bruce Davis tune until I could afford a decent tune.

I got the TD5Inside tune mainly for the fuel economy of a good tune. I wasn't expecting so much more drivabilty and power over the Bruce Davis tune. My EGTs will still go about 650 by about 120km/h which is better then the Bruce Davis tune but not quiet as low as the base tune. I think a little higher EGT is expected with a tune.

I have also played with winding the boost up. I adjusted the waste gate while repeatedly testing it using the Nanocom to see where it was at. I think it took about 7 turns before it hit boost cut and then I wound it back about 1/4 but I have since wound it back another 1/4 as it hit boost cut once again.

Just to give you an idea how much quicker the TD5Inside tune brings it on to boost. I had cleaned the intercooler about 3 days before I loaded the new tune on. When I cleaned the intercooler, I accidentally left of the tube between the turbo to intercooler pipe and the waste gate modulator. The tube meant no air was going to the waste gate so it was staying closed no matter what the adjustment was. For those 3 days I never hit boost cut once and I do tend to be a little bit of a lead foot.

I installed the new tune and took it steady for the first couple of blocks and then it kept starting to die about 2500rpm. I didn't know what was going on but searching through the Nanocom I found I was hitting boost cut. My first reaction was to email Jose and ask if there was set point or something that the waste gate modulator was set to open and maybe he had set it too high. He was taking a few hours to get back to me and I was doing mine our bit of research in the mean time. I managed to find the problem, fix it and email him back before he got to it.

I just found it interesting the old tune couldn't get enough boost even with the waste gate shut.

Have I told you how good the new tune is?

I am still to sort a couple of things with Jose but I am happy as already.

Happy Days.

Originally Posted by cjc_td5

Hi Joel.
What stage td5inside tune did you get?

I didn't ask for a stage. I just told Jose what I had and he gave me a tune. My only problem at the moment is it sounds more noisy when it's cold. I have been sick then working so I haven't gotten back to him yet. It might be normal or he may have it tuned someway to get it to warm up quicker or something.

Get that sorted and I'll be absolutely stoked.

Happy Days.

OK, I have whipped out the EGT probe and tested it in hot water. The EGT gauge tracked within a couple of degrees of my thermometer as the water cooled from 93 degrees down to 60 degrees. Seems I have no reason to doubt the EGT gauge readings...

When I did a firmware update on my nanocom before I uploaded the remap, the instrument mode now seems to be busted. There are no readings in any of the instrument values. I'll have to fix this before I can monitor boost readings.

Having fun....

Originally Posted by cjc_td5

OK, I have whipped out the EGT probe and tested it in hot water. The EGT gauge tracked within a couple of degrees of my thermometer as the water cooled from 93 degrees down to 60 degrees. Seems I have no reason to doubt the EGT gauge readings...

When I did a firmware update on my nanocom before I uploaded the remap, the instrument mode now seems to be busted. There are no readings in any of the instrument values. I'll have to fix this before I can monitor boost readings.

Having fun....

Can you go into the normal engine mode and look at inputs? That's what I use. you can hit the disc to save a log. The boost is the 3rd or 4th page across in engine inputs.

The log file will be a .csv file. It stands for comma separated values or something like that. You can open it with excel but I had to change my setting in Excel to tell it the values are separated with a semi colon not a comma.

Oh you can just view the reading live in the engine inputs.

Happy Days

Righto, I got the instrument mode working.

I went for a 5 min blast down the road and the data log is attached. I have added a "Boost Pr" column which is Turbo Pressure - Ambient Pressure.

I got it up to 80km/h where the auto locks up and then tramped it up to 110km/h. I have highlighted these accelerations in blue. The "Boost Pressure" gets up to 200 (units??) The "indicated EGTs" get up 850 degrees when accelerating like this.

The D2 certainly goes like stink when accelerating like this, I just don't want a molten lump of aluminium when the engine goes bang.

Originally Posted by joel0407

Just remember your boost is "TURBO PRESSURE" - "AMBIENT PRESSURE" and it will go into boost cut about 1.37bar or 137kpa.

I found it easier to make a log and then use excel. Make an extra column with a formula to subtract the AMBIENT PRESSURE from TURBO PRESSURE. Then just scroll down and make sure none go over. If you just watch the TURBO BOOST it might only be at 230kpa but the AMBIENT PRESSURE will be at 90. Take the 90 from the 230 and you're at 140kpa and already hit boost cut.

You can hit boost cut momentarily but stay there for a few milliseconds and it'll die.

Happy Days

Originally Posted by cjc_td5

Righto, I got the instrument mode working.

I went for a 5 min blast down the road and the data log is attached. I have added a "Boost Pr" column which is Turbo Pressure - Ambient Pressure.

I got it up to 80km/h where the auto locks up and then tramped it up to 110km/h. I have highlighted these accelerations in blue. The "Boost Pressure" gets up to 200 (units??) The "indicated EGTs" get up 850 degrees when accelerating like this.

The D2 certainly goes like stink when accelerating like this, I just don't want a molten lump of aluminium when the engine goes bang.

I looked at it for you. I'm no expert, just an internet mech.

You need to subtract the Ambient pressure column from the boost pressure column.

I flicked through and it looks like you hit 118kpa a few times. Lines 102 and 169.

You have heaps to go. 118kpa is only 17.1psi. I have mine just under 137kpa where you hit boost cut. 137kpa is 19.87psi.

More boost, means less EGT. To an extent.

Happy Days.

Here's one where I'm still hitting the boost cut. You'll see where my boost column that I added goes to 140kpa.