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Messages posted by: GreenDieselEngineering
Forum Index » Profile for GreenDieselEngineering » Messages posted by GreenDieselEngineering
We will keep you posted when we receive the module, we'll also let you know whether or not the ECU was actually reflashed or not.
The u-joint will definitely cause driveline issues that can be very severe. We changed one of these on our 2006 after some aggressive off-roading! It was almost undriveable above 40 mph and a small miracle it did not blow apart. Glad you are back up and running without issues!
The easiest way to tell if the tune is still installed is during the first cold start of the day. We added an engine flare right after engine start so it should rev above 1000 rpm and slowly drop back down over 15-25 seconds, this is more pronounced the colder it gets.
If you need to tune re-installed we will do it for the shipping costs, which range from about $10 to $30 depending on how fast the turn around needs to be.
We got lucky with the TCUs on our vehicles in that they are the original release.

The Samcos are doing very well on the vehicle with the turbo kit. They seem to be able to handle the added boost pressure without any problems. The oil does not bleed through these hoses, so they maintain their strength better than stock hoses. The ony issue we had was the hose exiting the turbo to the CAC tended to rub the air pressure sensor on the airbox. We rotated the hose and pushed the airbox against the inner fender to create some space. Some customers have added protection to the hose in this one area by wrapping it with aluminum or adding some braided wrap. Adding braided stainless sleaves would increase the burst threshold to some extent and would certainly look cool. The coolness factor should be worth 5 horsepower in our mind!
It would be a large task and require some special tools...budget at least 5-6 hours. The camshafts are integrated into the intake manifold, so the engine timing belt and camshaft pulleys would need to be removed. After cleaning the intake you would need to re-time the engine. This job might be easier to tackle at the 100,000 mile service when the timing belt needs to be replaced anyway.
Slightly different, we were discussing the added capacity, however the higher driveline vibration you noticed is related. The new converter has a higher capacity lock-up clutch, achieved using stiffer springs. The added stiffness means there is less relative motion in the clutch pack and thus more energy imparted through the driveline in terms of added vibration. If you are noticing higher vibration when the transmission is not locked-up, then there may be an issue. We would never want you to fall asleep at the wheel anyway!
We understand a programmer would make it much easier for everyone that wanted a tune or wanted an update. The investment for a box is not insignificant by any means. We will be investigating the opportunity and costs associated with this in the New Year. Thanks for the feedback.
We installed the upgraded Mopar TC on our 2006 (running the HOT tune) and on our 2005 (running the turbo kit). We did not install any other upgrades when the TC was swapped, i.e. no new pump and no Transgo shift kit. We did put new trans fluid filters in with the torque converters. Both of our vehicles are running with un-neutered transmission calibrations, this also puts the highest stress on the converter since there is more "lock-up" at lower vehicle speeds and lower corresponding engine rpm. Some customers running the tune are using the Transgo shift kit and seem to like it, we cannot give a recommendation as we have not tested one yet.

We have not noticed a big change in exhaust temps using the new turbo and downpipe from that of the base ECO tune. The ECO tune dropped the exhaust temps dramatically, so we are expecting the turbo kit to be in the same ballpark.

By the way, the turbo is actually smaller in dimensions than the stock unit. The compressor is exactly the same as stock, however the turbine is smaller than the stock turbine. The smaller turbine has improved flow characteristics, the vanes are next generation with a more pronounced airfoil design and the turbine assembly can spin almost 40,000 rpm faster than the stock unit. The speed makes the difference as we are able to flow almost 25% more air at the higher rpm ranges. More air allows more fuel and more power at the top end without causing high levels of smoke out the tailpipe.
Yes, we will have step-by-step directions with pictures for the turbo installation. It is not a difficult job and you do not even need to drain the coolant. The new exhaust downpipe has a slip fitting to slide right over the stock exhaust pipe, just prior to the flex coupling. The slip joint should be welded to ensure no exhaust leaks. We used a standard exhaust u-bolt clamp prior to welding and noticed some exhaust leakage.

We did not do anything to the intake during the turbo upgrade. We have been running the tunes for several thousand miles now and the intake seems to be cleaning itself over time. We still have the CCV piped into the air inlet, so the blow-by oil mist is keeping the soot in the manifold loose and it just seems to be eroding away. The MAP is staying fairly clean now since no new soot is coming into the manifold.
Apart from a massive increase in performance, the turbo kit also has advantages in launch feeling, almost zero turbo lag and if driving in steady-state conditions it will provide a 2-4% increase in fuel economy. The fuel economy increase is due to having a lower inertia rotating assembly inside the turbo and slightly less exhaust restriction for a given boost pressure. Real life fuel economy is about the same as the ECO tune because it is just too much fun passing everyone like they were standing still!
No need to request it. The changes to the viscous heater are already built into the tune.
Yes that is correct. We wil be updating the website in the next few days to post the availability of the turbo kit.
Here are the revised settings for the viscous heater:

Air temp shut off threshold stock = 54 F, new setting is 44 F
Coolant temp shut off threshold stock = 162 F, new setting is 131 F

If either condition is met the viscous heater will not be turn on. There is a 10 F hysteresis for turning the VH back on. With these settings you would only have the heater on for maybe 2 months out of the year and then only for the first 2-3 minutes after a cold start. After the engine is warm it would take several hours to cool down enough in order to meet the on conditions again. These settings have been released with the tune since mid October.

The largest contributer was reducing the coolant temp by 30 F, this prevents the VH from running during the winter months during light load city driving. The engine can run between 140-165 F in the cold winter months. We did not notice much difference in cabin heat, still comfortable inside.
You do not have to rewire the SEGR back to stock, a few other customers are running SEGR and the tune without any CEL and it will not effect the performance or fuel economy either way. Yes we are taking deposits, however right now it has to be a check since our paypal does not have a link setup yet. The deposit for a turbo kit is $300.

Have you ever experienced shudder with the Suncoast torque converter?
Below 80% throttle the ECO tune and HOT tune have the same engine efficiency for a given rpm and load. If one drives in cruise control both tunes would give the same fuel economy. The HOT tune tends to have slightly less fuel economy in real life for two reasons. First, it is sometimes too tempting to hammer down the accelerator and the HOT tune flows about 10-15% more fuel at full throttle. Second, the throttle map is slightly more aggressive than the ECO tune so it tends to launch harder from a stop, this also does not do any favors to the fuel gauge. As the fun factor gage increases the fuel gauge drops!!
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