[Logo] GDE Forum - Home for the best in diesel powertrain tuning
  [Search] Search   [Recent Topics] Recent Topics   [Hottest Topics] Hottest Topics   [Top Downloads] Top Downloads   [Members] Member Listing   [Groups] Back to home page 
[Register] Register /  [Login] Login 
Messages posted by: GreenDieselEngineering
Forum Index » Profile for GreenDieselEngineering » Messages posted by GreenDieselEngineering
The Dakota would make for a great diesel application. The engine controller could be designed as a stand alone unit, but it would need a vehicle speed input and a clutch pedal input for safety. Most of the other sensors could be adapted to function on a Dakota, but the instrument cluster would need a detailed review. Glow plugs could also be standa alone and the light is not necessary if you just wait a couple seconds during the winter months prior to cranking.

The Dakota with the VM diesel was sold in South America was back around 1999-2001 timeframe, but this was with the old tech indirect injection diesel and did not have much get up an go. Most all the auxilliary parts/hardware on that application would not work with the newer style engine.

We could reflash your ECU to allow it to function with the 6-speed. The hard part will be getting all the mechanical hardware stateside at a reasonable cost.
Yes, both sides use the same mount. The driver's side should allow for easier access.
The Jeep Liberty CRD is equipped with hydromounts that do a better job isolating the engine vibration from the body as compared with more conventional mounts. However, the durability of the hydromount is not the best and tends to break internally with vehicle mileage above 70,000 miles. When this occurs the vibration will be increased when idling in gear. If the noise/vibration is higher while idling in drive compared to reverse, then the passenger side mount is failed. If the opposite is true then the driver's side is failed. The noise/vibration should be roughly the same in drive and reverse while idling with brake pressed if both mounts are still good. The passenger side mount is more prone to failure as it is loaded more in drive and tends to have higher heat loading due to the close proximity to the exhaust pipe. Below is a link for the passenger side engine mount removal/replacement, be patient with the download as it is a large file:

GDE Engine Mount Replacement Process v4

I hope to address all your questions below:

1. Yes you can arrange to bring the CRD down for an in-vehicle reprogram, it takes about 10 minutes to complete.
2. The torque numbers posted on the website for the ECO tune are in "unlock" mode and this is the same torque output of the "full torque" ECO tune. With the base ECO tune we limit the torque outpout when the TC is locked to a limit around 280 ft-lb.
3. Yes all the faults work as stock.
4. No need for an EGT, but it is a nice to have. For testing purposes we measure EGT downstream of the turbo about 10-15 cm with a tap in the exhaust downpipe.
5. No, the retune will not shorten engine life, it should increase it as the exhaust temps are reduced and the soot accumulation in the engine oil is reduced by about 65%.
6. It will help, but it is dependent on trailer weight and % grade. With an aftermarket TC the torque in lock-up can be increased enough to prevent unwanted downshifting.
7. Yes you can run AC while towing. A 3/4 gauge reading is not hot for this engine, it would need to be pegged in the red zone before the coolant temp liit is reached. The engine will automatically turn off the AC if necessary and limit fuel injection to prevent overheating. The gauge calibration is garbage!
8. The tune will work with any gear ratio.

Let us know if we can be of further assistance.
The unit is the same price regardless if you are a current customer or not. As a current customer, you would not have to pay for the tune portion and we will work with you to load the tune you are currently running...there is some time involved to create the tune as it must be tailored for each individual customer using the flash tool. This part is going to get time consuming creating a specific tune for each customer.

Let's say you have the flash tool and bought the ECO Tune to go with it. If you want the HOT tune loaded on the programmer as well, this will be an extra charge of $150. This price will hold for each specific additional tune requested for the flash tool.
We now have a Green Diesel specific flash/scan tool available for purchase that allows customers to download tunes and revert back to stock as needed. The flash/scan will also read and clear fault codes.

Below are a couple pictures of the unit:

<table style="width:auto;"><tr><td></td></tr><tr><td style="font-family:arial,sans-serif; font-size:11px; text-align:right">From Flash/Scan Tool</td></tr></table>

<table style="width:auto;"><tr><td></td></tr><tr><td style="font-family:arial,sans-serif; font-size:11px; text-align:right">From Flash/Scan Tool</td></tr></table>

The link below provides installation instructions, please be aware a PC is required for the software to function.

At this time we only have the one tune for the turbo kit and it meets the design criteria for turbo speed limits. We could do a secondary tune for short burst of power, but this most likely will exceed the cylinder pressure limits and turbo speed limits a bit. The short bursts most likely would not be detrimental to the head, but we would have to increase the smoke levels at high rpm because the turbo bearings do not like to be oversped.

Just to clarify, the flash tool takes a couple minutes to download the tune and requires the engine off with the ignition on. Not as fast as a switch, but it gets the job done!

The relatively small difference in power and torque are the only similarities between the GDE tunes and Immotion tunes. The fuel efficiency of the GDE tune is one of our core selling features, that alone more than covers the price difference. However, we also have several other features to spice up the GDE tunes including minimizing EGR issues, smoother driveline torsionals, improved launch, mimimal smoke, linear acceleration with no holes in the performance feeling, linear fuel gauge, etc. Here is another page on our website with more details on our development process and engineering validation.



Thanks for your interest!

There are a couple good options for aftermarket TCs...this should be first on your list. Once the driveline is in good order the full torque ECO tune will provide a good benefit to towing, even better with the trans tune. You can always get the tune first, but you will have to drive around the shudder from time to time. A few little fixes and the CRD will be around for a long time!
We have not used a scangauge, but heard many stories on the LOST forum describing the same issue you mentioned. The issue is the same regardless of stock or tuned, it seems to be a function of the gateway bus (converts the CAN to J1850 or J1939)...too many protocols and it sometimes 'hiccups'. It should be fine to code scan, but you may want to do the scan right after plugging it in...as you stated it works better! Is your CEL on?
Here is a picture showing the first batch of decals we received. Any customer that wants decals should send us an email at support@greendieselengineering.com and we will get to mailing!

<table style="width:auto;"><tr><td></td></tr><tr><td style="font-family:arial,sans-serif; font-size:11px; text-align:right">From Green Diesel Decals</td></tr></table>

The larger ones are 10x1.5 and the smaller ones are 5x0.75

We also welcome suggestions for the next order...

Thanks, GDE

Thanks for the update. Can you post pictures of the installation either here or on LOST? Is the set-up still running with one hole drilled through the in-line t-stat? The FE improvement is definitely worth while. You would need to perform some A to B testing with the mechanical fan re-installed to better understand the % split between the higher operating temps vs. having the fan removed.

As for the transmission operation...it must be a vivid imagination as the shift points are coded in the logic and will not change on their own. The engine should be slightly quieter with the increased liner temps.

This is good stuff and many people are interested in this option.
Bio fuel does act as a natural solvent, however at the levels of B2 or B5 it is doubtful that it will have much of a cleaning effect due to the low concentration. At those levels of bio fuel the fuel economy impact should be almost negligible. With concentrations of B50 or B100 the drop in fuel economy will be more noticeable in the range of 4-5% for B50 and 8-10% for B100. One good thing is bio is bio degradable and will not harm the environment if spilled on the ground or in the gulf of Mexico for instance.
The drain back valve would only effect the first engagement, not the situation you just mentioned. A new TC is peace of mind in your situation as it will only keep deteriorating. Don't wait too long as eventually particles can go through the system and damage the pump if anything gets past the filters.
Forum Index » Profile for GreenDieselEngineering » Messages posted by GreenDieselEngineering
Go to:   
Powered by JForum 2.4.1 © 2015 JForum Team • Maintained by Andowson.com