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Messages posted by: GreenDieselEngineering
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The engine braking feature is a useful add-on for customers that tow often or folks that drive down mountain grades. The feature is active when the following conditions are met: in gears 1-6, above 2500 rpm (as sea level) or 2750 rpm above 6000ft. elevation, and foot off the accel pedal. While the engine braking is active the turbo vanes are closed more to create higher back pressure in the exhaust manifold. This makes it harder to push exhaust out and that force acts on the pistons to help slow the vehicle down. This helps to reduce the need for vehicle brakes and reduces wear on the brake hardware.

The feature is not active in gears 7 or 8 and does not impact operation in any normal driving situation.

The engine braking feature is a useful add-on for customers that tow often or folks that drive down mountain grades. The feature is active when the following conditions are met: in gears 1-8, engine rpm above 2000 rpm, and foot off the accel pedal. While the engine braking is active the turbo vanes are closed more to create higher back pressure in the exhaust manifold. This makes it harder to push exhaust out and that force acts on the pistons to help slow the vehicle down. This helps to reduce the need for vehicle brakes and reduces wear on the brake hardware.

The feature not active in normal driving conditions.

The engine in the Colorado/Canyon for the US market is a derivative of the "Cheetah" EU5 engine that Chrysler currently uses in the JK Wrangler (starting from MY11). It differs just in the packaging of some components and the fuel system, along with a slightly different turbo.

Based on our intelligence, the ECU used on the US market vehicles will be different than that of the ones currently for sale overseas starting with the 2014MY - it is the next generation of GM's internal diesel ECU.

Once we understand what the flash support for it will be then we'll of course add it to our list of vehicles for which we'll develop a tune for.
The only way for someone to detect the tune is to start digging into why the EGR does not work but does not set a MIL. The state "emissions tests" are just checking for the presence of codes along with readiness status information that the ECU has to broadcast regarding various systems' presence and status of operation.

All our tunes broadcast the OEM part number and cal ID which is used by the dealer network for detecting the level of flash in a vehicle.
If for someone reason the tune gets overwritten (and that's an IF the dealer tool can overwrite it) there is a nominal fee ($100) to cover our setup time for reflashing the ECU.
You can find the latest installation instructions for the Ram GDE ECU at this link: Ram 1500 EcoDiesel GDE Install Instructions
You can find the latest installation instructions for the WK GDE ECU at this link: Jeep Grand Cherokee GDE Install Instructions
For all orders placed for the Ram 1500 EcoDiesel (ECM Clone Option), the following information will be necessary in order to properly setup the ECU being sent to you:

1: Full 17-digit VIN number
2: Axle Ratio
2: Picture of the injector barcode. It is a white sticker that is located on the front of the plastic impact blocker covering the high pressure pump.
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Update 23-June-2015: The website is now prompting customers for their final drive ratio during the product purchase. Hence, only the VIN and the injectors' barcode information will be necessary.
For all orders placed for the Jeep Grand Cherokee EcoDiesel (ECM Clone Option), the following information will be necessary in order to properly setup the ECU being sent to you:

1: Full 17-digit VIN number
2: Cruise Control type - Adaptive Cruise (ACC) or Standard Cruise
3: Model Type (Limited, Overland, or Summit)
4: If question 3 is Overland, does your vehicle have Hill Descent Control or Selec-Speed Control?
5: Picture of the injector barcode. It is a white sticker that is located on the front of the plastic impact blocker covering the high pressure pump.
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We can help with the tuning aspect, but this type of custom work can get expensive quickly. You may want to give us a call to discuss, how functional you need the system to be. Vehicle speed sensor might be an issue. GDE
Even with stock WK tune, the egr is not on until coolant temps reach 20 C. The warm-up is not affected much with the GDE tune, maybe adding a minute. There is less soot with our tunes so less chance of carbon accumulation. The hot tune has been in the field for over 4 years now and the transmission A580 seems to hold up very well. I would just follow the standard maintenance intervals.
P1202 can occur if the pressure control valve on end of fuel rail is sticking closed or if the metering inlet valve on fuel pump is sticking open. This problem typically occurs from air in the fuel supply line or contamination of fuel. I would not expect it to be tune related.
The glow plugs are still actuated after the light turns off. They go into a quick heat up mode at key-on for up to 2 seconds, then transfer to a maintenance PWM duty cycle to hold the temp during cranking. I think it is a mix of poor calibration from Bosch on the glow strategy and a marginal design for glow plug placement and protrusion in the combustion chamber.
Glad you got it solved. I thought the line pressure kit might be too much for it. When it was 3 quarts low, did it even register on the dipstick?
P0105 is a main fault, there are 3 sub faults that help pinpoint the issue. P0107 is a MAP short to ground, P0108 is a MAP short to battery and P0069 is a MAP sensor drift compared to the ambient pressure sensor in the ecm. A new MAP sensor is the least expensive fix most likely. If there was an issue with the EGR is would flag a different code.
The link below contains the work around for allowing windows 8 pc to recognize the flash scan console driver.

http://www.keepandshare.com/doc/6952888/win8-pdf-155k?da=y

Thanks
GDE
 
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