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Messages posted by: GreenDieselEngineering
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Eric DeLeon wrote:Have your worked out what the pricing will be? Will I have to buy any hardware to install it? Or will it just be a downloaded file?

Good question. We are using EFI Live and HP Tuners to flash the Colorado. I think both companies have handheld units for reasonable prices to install the GDE tune. If someone already has an EFI live system, the cost is the tune and a license fee to flash modules. We are still looking at alternative solutions for this to keep the cost down. Our goal is the offer tuning in the same price range as the other vehicle lines we are currently tuning, so 695-800 range, with the flash tool included.
The replay above is accurate. Best to leave the oil cooler alone during the warranty period and there is no cam gear slip issue in the field. GDE
The baseline fuel economy tuning is coming along well. We are planning a hot test in Arizona this summer and altitude/towing trip as well. Once the confirmatory testing is complete we expect to have engine and transmission tuning ready for the market in October time frame. We may have a few options in the transmission tuning depending on customer needs and drive cycles. The engine tuning will have an ECO version and a HOT version. We are completing the development with the HOT tune as it will cover the ECO version.
Not with a good tune. There would be no risk.
This depends on how the tuner turns off egr. We turn it off in normal driving, but still leave the surge protection active to bleed off excess boost on throttle tip outs. In this manner, this is no risk to the engine or turbo.
Yes it will pass any state emission test.
No it does not work on the Ram.
We got 38 mpg on a recent city driving circuit with a 45mph average speed. Seat of the pants performance is at least 1 second quicker on a 0-60mph run. We will not have dyno data until we finish the fuel economy development. The power-torque curve is a one day job. Fuel economy and part load driving characteristics is much more time intensive.
We have several customers running various after-market intakes and none of them improve fuel economy or performance. They primarily seem to be just making more intake noise.
JAY wrote:if the dealer finds out that it's not the stock ecu can he cancel my warranty ????

Don't tell them it is tuned and they will never know.
15,000 miles of buildup will most likely not necessitate a cleaning. The cleaning procedure would most likely take a day to do it completely.
There is no factory engine braking on the Ram, it is exclusive with the GDE tune.
We stay away from the catch cans ourselves because they have a tendency to freeze up in cold climates at which point you risk to quickly push the rear main seal out of the block. With the EGR off the oil that passes thru the engine gets burnt harmlessly, so no cause for concern having is pass thru.

We've seen that some other companies are releasing tunes already for this application which is hard to imagine with it just having come out a few months ago. Ours will be ready come the fall once it has been validated in hot weather, the mountains, and under the most strenuous of conditions. EGR will definitely be off with our tunes and proven fuel economy gains included thru thorough combustion remapping. We have yet to see any other company that's putting in this detailed review and recalibration of the engine's operation nor achieving such gains.

I think it should be safe to say that regen intervals would be on par with that we see on the Ram EcoDiesel. Our experience with this engine goes back almost 10yrs now since it has been used for many years in Jeep products, with the right combination of combustion parameters the engine's soot production can become quite low. The stock tune is regenerating all the time and also misfiring during regen, GM didn't seem to do a very good job in this area of the stock calibration.
The stock tune initiates a dpf regeneration at 65% soot loading behind the scenes and you are not aware it is on. If the regen does not occur due to operating conditions, the soot will build up to 80%, 90% and up to 100%. At these levels, the stock tune will display a message on the dash to get on the highway and perform a regen.

With GDE "Regen Message", we will activate the "regen in progress" message on the center display any time an active regen is happening. In this manner, you are aware of every regen and when they are occurring. If you want to be aware of this, then the feature is very nice. Some folks do not want to turn off the engine during an active regen just to prevent heat soak on all the components as the exhaust will be at about 1250F for 10 minutes during regens.
The high idle/warm-up feature has a number of conditions in order for it to operate, I'll try and recap everything completely since there's a number of questions and also since we're actively wrapping up the development and making some adjustments.

In order for it to activate, the following has to be satisfied:
• Transmission in park/neutral
• Coolant less than 55°C (130°F)
• Ambient temp less than 2°C (36°F)
• Engine run time is longer than 30 sec

The function will deactivate if:
• Transmission is placed into any gear
• Coolant temp rises above 60°C (140°F)
• Ambient temp rises above 4°C (39°F)
• Engine revved over 2000rpm (like releasing the choke on a carburetor engine)

As for the cold box testing, we'll go down to -20F (-28.9°C) since those are the temps at which the owner's manual says the block heater is "required". Our experience in the past indicates that -40C/-40F is, more often than not, not capable to start at unassisted. The cold boxes in automotive use generally go down to -40, to get below that most OEMs test at Eglin AFB in the Florida Panhandle - there you can test and drive at -60F if you want.

However, keep in mind that function doesn't kick in immediately so the after start engine stability is given by the regular combustion parameters, then it transitions to the warm-up mode.

Transitioning into and out of the high idle mode happens via a fast ramp function. The high idle can be turned off by revving the engine just past 2000 rpm and then letting off the pedal, it will then disengage and drop down to normal idle speed. This is helpful to prevent a clunk when doing from park to drive or reverse.

To answer another question, the goal of the function is to provide power entry into the coolant that is equal to or greater than the energy consumption via the heater core (assuming temp set on max hot and blower on max speed). There's no concerns about combustion/exhaust temps themselves specifically, neither with our tune or even the stock one. You can idle the engine for 20hrs a day if you want without consequence, just if you're running the heat too in a cold climate then the coolant temps will continually drop.

As the feature nears it's final state we'll post up the conclusive settings in a dedicated post in our sub-section for reference.
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