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cav

Joined: 30/06/2009 16:10:40
Messages: 5
In this section of the forum we want to inform potential customers about the specific changes we performed with the KJ CRD tune. To begin with we fully map the engine using a standard 16-mode test cycle, picking 16 points in the operational map of rpm vs. load. This gave us a baseline of output torque and fuel consumption for the production configuration. Each point was then put through a design of experiments to map all the trade-offs for the following parameters: injection timing, boost setpoint, pilot injection quantity, pilot injection timing, fuel rail pressure, EGR rate, and using 1 or 2 pilot injections. In the end, we were able to find the optimium engine settings to maximize fuel economy at every operating point in a warm engine. All engines have software that controls the warm-up operating parameters. Most of these are corrections to the warm operating mode. For example: Lets say at idle the injection timing is at TDC (0 degrees advance) in a warm engine state. In cold conditions a correction to the base timing will be required due to cold fuel, cold chamber and cooler air. The colder everything is, the longer the ignition delay (time from injecting fuel to start burning that fuel). So a typical correction in cold would be to advance the timing by 2 degrees and in very cold situations maybe up to 7 degrees. Since we changed all the warm parameters, it became vital to change all the warm-up corrections to have the system match and provide smooth transitions.

Peak power tuning requires other factors that need to be addressed including turbo speeds, peak cylinder pressure and exhaust temp limits. We used pressure sensors in the cylinder and turbo speed sensors to tune the system to be very close to the design limits. There is no sense putting out a product that may cause an engine to fail! An aluminum head engine can only handle so much pressure before reaching fatigue limits. Improved performance is always a good thing, but it is important not to sacrifice everyday drive ability in order to achieve the performance.

We had a goal to ensure linear torque progression with increasing pedal input, minimizing holes or dead spots in the throttle and lessening abruptness in the driveline. We drive our KJs every day and want it to be an enjoyable experience.

Another consideration we focused on dealt with how to acheive performance gains without risking damage to the transmission torque converter. With the trans in "unlock" there are no risks and full power is available everywhere. However, when the converter clutch is in "lock-up" the engine torsionals can cause the springs in the damper to bottom out and cause the chattering "shudder" feeling, which will eventually lead to a failure in the damper springs and clutch facing material. With our tune, the transmission will "unlock" or downshift prior to the engine torque reaching a level that could cause significant damage to the torque converter.

Feel free to ask questions about the tune or comments on our methodology and we will do our best to respond in a timely manner.

Thanks,
GDE
linewarbr
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Joined: 17/07/2009 12:13:13
Messages: 19
Location: Baton Rouge, LA
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Are you guys working on acquiring the Euro torque converter from the new VMM 2.8? I read that somewhere on the L.O.S.T. Forum but wasn't sure if you guys were the ones doing it or no.

Oh, and: GO BIG BLUE! As long as they don't play my Tigers. 50 days till College Football!

In this war of lines, so many have been crossed. Where will it all stop?

*SOLD* 2006 Jeep Green CRD Sport
Build Date 12/2005
EHM, V6 Airbox, Fumoto, Samcos, Green Diesel Engineering Tune
245/70/16 Destination A/T's

2007 WK CRD Limited, stock AFAIK
CRD Joe
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Joined: 18/07/2009 21:11:02
Messages: 49
Location: Seattle, Washington
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Thanks for the forum guys. Im going to be buggin you about stuff before I decide to change from Inmotion to you guys.


'05 CRD
Suncoast, Transco, Inmotion, Provent, ORM Snorkle, HID's, 2.5" Cat back no muffler, V6 Airbox, Fumoto, Cat 2 filter
CRD Joe
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Joined: 18/07/2009 21:11:02
Messages: 49
Location: Seattle, Washington
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Looking forward to more products from you guys as well.

'05 CRD
Suncoast, Transco, Inmotion, Provent, ORM Snorkle, HID's, 2.5" Cat back no muffler, V6 Airbox, Fumoto, Cat 2 filter
Lancer

Joined: 15/07/2009 02:30:43
Messages: 18
Location: London, England
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As I actually live in England, I'm assuming that the TC that is referred to is the one that is fitted to the 2.8 CRD JK and presumably the CRD KK as well? If so, is it an easy switch to fit to the KJ, (presumably by a mechanic - I'm not that confident!) or is any cutting or other engineering involved?

Light Khaki 2005 CRD Sport. TJM type 17 bumper, extended breathers, Grabber AT2s
LOSTCRD

Joined: 18/07/2009 22:51:54
Messages: 26
Location: San Antonio, Texas
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I really like the approach you are taking in improving the performance in our little trucks while paying attention to mechanical limits. I am looking forward to a "turbo resizing" that better fits this VM 2.8L and reduces turbo lag. I am still using the stock TC at 67000 miles without any issues but will be reasy to upgrade to the KK/JK Euro TC when it becomes available.




2006 Jeep Liberty CRD...OME Lift...ASFIR Aluminum Skids and Steps...

DarbyWalters @ L.O.S.T.
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GreenDieselEngineering
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Joined: 10/07/2009 07:25:47
Messages: 348
Location: Southeast Michigan
Lancer wrote:As I actually live in England, I'm assuming that the TC that is referred to is the one that is fitted to the 2.8 CRD JK and presumably the CRD KK as well? If so, is it an easy switch to fit to the KJ, (presumably by a mechanic - I'm not that confident!) or is any cutting or other engineering involved?



The converter in question is the JK converter from a 2008 or newer vehicle, as the 2008 model year saw the increase to 460 N-m from the 2007 rating of 400 N-m.

The KA/KK vehicles use the W5A580 transmission, so that torque converter is not compatible.

The JK converter is just a direct drop in and shouldn't require any other modifications except enjoyment!
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Lancer

Joined: 15/07/2009 02:30:43
Messages: 18
Location: London, England
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Thanks for clearing that up. So I can order a JK TC from a dealer here and install it/have it installed and there'll be no problems? Terrific! Something else to buy when I'm back in work

Light Khaki 2005 CRD Sport. TJM type 17 bumper, extended breathers, Grabber AT2s
warp2diesel

Joined: 21/07/2009 14:42:09
Messages: 2
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Any chance someone can post the Part Number for the JK CRD Torque Converter?

Will there be a tune that will allow the torque to go to the level of torque the JK CRD Torque Converter can handle

That is the tune I want.

If you can crack the STUPID F 37 and lower the shift into 5th OD that would be great
LOSTCRD

Joined: 18/07/2009 22:51:54
Messages: 26
Location: San Antonio, Texas
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Does this tune do what the F37 was trying to do to save the TC but in a much better way? It seems like it has a bit of the same approach but with some power and driveability improvements.

I am still pre F37 with no TC issues at 67,000 miles.

2006 Jeep Liberty CRD...OME Lift...ASFIR Aluminum Skids and Steps...

DarbyWalters @ L.O.S.T.
[WWW]
GreenDieselEngineering
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Joined: 10/07/2009 07:25:47
Messages: 348
Location: Southeast Michigan
The F37 lowered engine torque in several gears to prevent shudder initiation. Our tune will provide maximum torque in all gears with the throttle at 100%. However, in the operating range of 1650-2000rpm and with the throttle pressed to 70% we only deliver around 220 ft*lb of torque, right at the limit of shudder initiation. The transmission will "unlock" above 70% throttle and shudder will not occur if the TC is unlocked. This is th ebest balance we could find to still provide maximum torque when needed and save the TC from continued deterioration from re-occurring shudder. This is all accomplished with the eco-performance tune.

The "hot" tune will not have the same limitations built-in. We would expect to have close to 300 ft-lb of torque in lock-up conditions. It will be up to the customer to make sure he/she has the proper torque converter to handle the engine output.
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runawayfreighttrain

Joined: 28/07/2009 15:06:07
Messages: 3
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With my upgraded Suncoast converter I would like more torque at partial throttle. I heard you will be offering a hot tune, will that be addressing the part throttle torque limitations in your mapping that are their to save the factory converter from exploding??
GreenDieselEngineering
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Joined: 10/07/2009 07:25:47
Messages: 348
Location: Southeast Michigan
The "hot tune" has increased top end performance and it will allow maximum torque with the torque converter in "lock-up" mode. Even with the maximum trailers loads pulling in lock-up should not be an issue. No protection mode would be necessary for converter life. If shudder becomes evident in a vehicle, we can always back down the torque in specific cases.
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