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Thanks for insight. I'm about to get my ZD30 CRD tuned. This has given me a window of understanding what is about to occur. My goal of this tune, retain reliability, whilst gaining power increase and lowering EGTs if possible. Again, thanks. Appreciate explanation. Regards.
Had my tune performed today, great gain in power, far less throttle input required, but the main benefit I was chasing is a significant drop in EGT temps, easily exceeding 600°c prior, now I suspect I have to flog it to get to 600°c, currently running around 350°-400°, so I'm impressed this far.
About time for diesels! Very informative vid 👍. Question, different kettle of fish. But the td42s with inline pumps. Very well known for snapping cranks due to harmonics (apparently). Would less advanced timing result in a lower peak cylinder pressure and smoother pressure gradient - potentially be beneficial towards crank snapping?
Increasing injection duration and keeping all other variables the same increases heat release rate (you've essentially richened the mixture) the information presented in the slide @24:00 is incorrect. The cylinder pressure curves are totally wrong, ignition doesn't happen at the end of injection, ignition happens when the first fuel atom has reached the activation energy required to start off the reaction. The fuel atoms receive energy from the cylinder temperature which first vaporises the fuel, at no point does fuel injection duration delay or affect any of this process. Also I just noticed that the 50% burn happens later in the cycle, and this has nothing to do with ignition delay but because there's more fuel injected and the end of injection is later in the cycle, thus a later 50% burn
Hi guys asking how do i know whem my air fuel ratio should be near good enough.Engine is an old isuxu 3.9 4bd1 i fitted a garret turbo it was a non turbo model the garret is a replacement for the turbo type model motor.Exhaust temps max 550 & then cruising its about 320degrees.I have tried to get fuel air ok by looking in the side passenger mirror.Thanks for your movie channel.
Dumb question; does removing EGR and/or DPF increase visible smoke levels on modern diesels or is this purely because it's not tuned right and/or are smoke limiters not set correctly?
![How To Tune A Turbo Engine | Turbocharged Engine Tuning 101 [GOLD WEBINAR LESSON]](http://i.ytimg.com/vi/Dca43nEWEys/mqdefault.jpg)
![How To Tune A Turbo Engine | Turbocharged Engine Tuning 101 [GOLD WEBINAR LESSON]](/img/tr.png)
👨🔧 Building a fast car? Get $400 OFF the all-inclusive VIP online course package deal: hpcdmy.co/offery185
🛻 Take the mystery out of common rail diesel tuning with 50% off your first diesel tuning course; hpcdmy.co/offery185
🔥 Learn more about performance diesel engine tuning. Start instantly with 4 free lessons: hpcdmy.co/essential-diesel-knowledge
Wow, what a great webinar!!
Thanks for insight.
I'm about to get my ZD30 CRD tuned.
This has given me a window of understanding what is about to occur.
My goal of this tune, retain reliability, whilst gaining power increase and lowering EGTs if possible.
Again, thanks. Appreciate explanation. Regards.
Had my tune performed today, great gain in power, far less throttle input required, but the main benefit I was chasing is a significant drop in EGT temps, easily exceeding 600°c prior, now I suspect I have to flog it to get to 600°c, currently running around 350°-400°, so I'm impressed this far.
I would love to see that old landy on the Dyno!
I don't have time now but I need to watch this later
Did you get a chance to watch it yet James? Hope it helps - Taz.
About time for diesels! Very informative vid 👍.
Question, different kettle of fish. But the td42s with inline pumps. Very well known for snapping cranks due to harmonics (apparently). Would less advanced timing result in a lower peak cylinder pressure and smoother pressure gradient - potentially be beneficial towards crank snapping?
Nice👍🏻
Increasing injection duration and keeping all other variables the same increases heat release rate (you've essentially richened the mixture) the information presented in the slide @24:00 is incorrect. The cylinder pressure curves are totally wrong, ignition doesn't happen at the end of injection, ignition happens when the first fuel atom has reached the activation energy required to start off the reaction. The fuel atoms receive energy from the cylinder temperature which first vaporises the fuel, at no point does fuel injection duration delay or affect any of this process.
Also I just noticed that the 50% burn happens later in the cycle, and this has nothing to do with ignition delay but because there's more fuel injected and the end of injection is later in the cycle, thus a later 50% burn
i love it
Hi guys asking how do i know whem my air fuel ratio should be near good enough.Engine is an old isuxu 3.9 4bd1 i fitted a garret turbo it was a non turbo model the garret is a replacement for the turbo type model motor.Exhaust temps max 550 & then cruising its about 320degrees.I have tried to get fuel air ok by looking in the side passenger mirror.Thanks for your movie channel.
Which afr gauge reads that lean?
Dumb question; does removing EGR and/or DPF increase visible smoke levels on modern diesels or is this purely because it's not tuned right and/or are smoke limiters not set correctly?
Oh, so you add more “ear” got it.
Yes you nailed it Shane! 10 points to Gryffindor - Taz.