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Old 08-02-2020, 12:26 PM   #961
Leiffi
 
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Quote:
Originally Posted by tall boy View Post
If a racetruck can make about 1050Hp with a 63 mm restrictor a hobbysport can make 1450Hp with a 74mm restrictor so yes 1300Hp is close on the hub. Drive train losses can be from 10 to 15% I tnink.

MVJ2 Back in 2013 we had 2059Hp and now we went up 2000Nm more but that’s really max on the PD system. 16L volvo Commonrail will pull more Nm @ same boost pressure the MVJ2 dos. Fuel models confirm test results.
Still stock size PD plungers in Scania ?

Volvo made more power with less fuel, what about cooling with fuel like some pullers claim they are doing ? Could you use post injection for cooling not to mess the combustion process ?
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Old 08-04-2020, 01:03 AM   #962
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Quote:
Originally Posted by Leiffi View Post
Still stock size PD plungers in Scania ?

Volvo made more power with less fuel, what about cooling with fuel like some pullers claim they are doing ? Could you use post injection for cooling not to mess the combustion process ?
Well in general we also run 12mm plungers on some other projects and getting power over 70mg/stroke fuel is close to impossible even with a original BOSCH produced PD parts and here is why. In order to get more fuel in from a bigger plunger you need bigger hole size nozzle so on that point fast injection big hole nozzle verses bit slower injection with smaller hole size nozzle the outcome is the same in power if the lift of the 10mm plunger is relative fast like on the last cams we use on the Scania making 2000Nm more than compared to the older type cams.

Don’t be silly on pilot injections they are only there to worm tings up wasting fuel on full power only used on cold start and cosmetic noise reduction on hi CR engines with small injectors. On a big injector idle fuel is close to injector response time so attempting to pilot fuel in is not consistent or makes idle and on and off thing as impossible for small quantity of fuel delivering and lowering fuel pressure could help a bit still big chance your pulling loads of white smoke on cold engine doing so most dedicated race engines run only main injection running smooth as silk.

Yes we can over fuel the Volvo engine easy but with a EGT of 800 and short on exhaust volume not a good plan to cool things down. No need to cool things down as all moving in there a steel pistons
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Old 08-04-2020, 05:09 AM   #963
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Quote:
Originally Posted by tall boy View Post
Well in general we also run 12mm plungers on some other projects and getting power over 70mg/stroke fuel is close to impossible even with a original BOSCH produced PD parts and here is why. In order to get more fuel in from a bigger plunger you need bigger hole size nozzle so on that point fast injection big hole nozzle verses bit slower injection with smaller hole size nozzle the outcome is the same in power if the lift of the 10mm plunger is relative fast like on the last cams we use on the Scania making 2000Nm more than compared to the older type cams.

Don’t be silly on pilot injections they are only there to worm tings up wasting fuel on full power only used on cold start and cosmetic noise reduction on hi CR engines with small injectors. On a big injector idle fuel is close to injector response time so attempting to pilot fuel in is not consistent or makes idle and on and off thing as impossible for small quantity of fuel delivering and lowering fuel pressure could help a bit still big chance your pulling loads of white smoke on cold engine doing so most dedicated race engines run only main injection running smooth as silk.

Yes we can over fuel the Volvo engine easy but with a EGT of 800 and short on exhaust volume not a good plan to cool things down. No need to cool things down as all moving in there a steel pistons
I never even believed in cooling with fuel and was quite sure you lose power doing it but for example on this board there are many pullers and drag racers who insist that you must do it or your engine will melt.

Isnt 70mg/stroke quite little ? Or how do you measure it ? Stock 620 Scania injector is something like 250mm3/stroke ?
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Old 08-04-2020, 02:53 PM   #964
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Originally Posted by Leiffi View Post
I never even believed in cooling with fuel and was quite sure you lose power doing it but for example on this board there are many pullers and drag racers who insist that you must do it or your engine will melt.

Isnt 70mg/stroke quite little ? Or how do you measure it ? Stock 620 Scania injector is something like 250mm3/stroke ?
I use 0,8Kg/liter for 40°C / ISO 4113 Diesel Testfluid. Sorry also correction not 70 but 700mg/stroke for fuel delivery

Last edited by tall boy; 08-04-2020 at 02:55 PM.
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Old 08-05-2020, 12:53 AM   #965
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I use 0,8Kg/liter for 40°C / ISO 4113 Diesel Testfluid. Sorry also correction not 70 but 700mg/stroke for fuel delivery
Yes I thought it must be 700.

Have you tested injection pressures of those big injectors on test bench ? I have seen pressure drop from 1600 bar to 1000 bar with big nozzle.

Last edited by Leiffi; 08-05-2020 at 12:55 AM.
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Old 08-05-2020, 02:03 AM   #966
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Yes I thought it must be 700.

Have you tested injection pressures of those big injectors on test bench ? I have seen pressure drop from 1600 bar to 1000 bar with big nozzle.
Well we find ways to get more pressure out of the Bosch pump injectors. One of them is putting more current on the coils. We also run what we call a Q100 nozzle flow test so we can compare nozzle flow rate. As you can understand Q flow nozzle has to be lower than Q flow pump/RPM or the injection pressure will drop but if Q nozzle is to small you will spill fuel from the pump as it limits pressure. So as a result we build the PD injectors for a optimal RPM range so on the puller it work well from 1700Rpm onwards but as for a normal road truck needing lower RPM it will work but fuel consumption and smoke will increase so for this a set of marine engine nozzle will work well.
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Old 08-05-2020, 11:04 AM   #967
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Well we find ways to get more pressure out of the Bosch pump injectors. One of them is putting more current on the coils. We also run what we call a Q100 nozzle flow test so we can compare nozzle flow rate. As you can understand Q flow nozzle has to be lower than Q flow pump/RPM or the injection pressure will drop but if Q nozzle is to small you will spill fuel from the pump as it limits pressure. So as a result we build the PD injectors for a optimal RPM range so on the puller it work well from 1700Rpm onwards but as for a normal road truck needing lower RPM it will work but fuel consumption and smoke will increase so for this a set of marine engine nozzle will work well.
It was 3,8 liter nozzle that was tested. 1000 bar seems to be enough, I think in engine the pressure will be higher, test bench cam seems to be less agressive than Euro4 cam.
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Old 09-14-2020, 11:01 AM   #968
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Truck Race Zolder Belgium DTR championship.

You can say this race weekend what somewhat special. Never before the DTR have a starting grid with so many top level FIA championship teams out there on the Zolder Circuit running there races and testing a load of stuff and for us a great way to compare engine performance data as I was there in support to 3 truck race teams 1 running a MAN D26E6 we build and the other 2 are Scania 12.7L XPI E6 engines.

Same level of performance in general?? but what are the difference between engines?
As some of you know we build race and also rally engines and a rally engine has more demanding things to it to get max performance and reliability under all running conditions and that include altitude change up to 4700 meter above sea level where air density is s lot less so less oxygen and very demanding for a turbocharger as well so to get things under control with the turbocharger we use a wastegate system and a sophisticated calculation to optimise turbocharger response without damaging the turbo. As this work well on our Rally Scania engines we now use this wastegate system on our Scania race engines as well with the benefit of having faster turbo response as we are able to select a turbo that’s optimised for better low end performance and due to the use of a wastegate able to maintain running the turbo on the edge not over it while making more engine RPM preventing turbo damage and longer live time between overhauls of the turbo as well.

Different engines and driving style same race game comparing race data for the data logging systems. In order to get that massive low end power out of the these truck race engines breaking while pressing the exasperator peddle loading up the engine and boost pressure is common practice in truck racing but not always ideal depending on track conditions and so on. A faster turbo response will make driving easier sometimes able to shift up gear @ lower RPM not wasting track time shifting gear where you can apply full engine power as the traction is there. Data from last race weekend shows less engine and break effort is needed to run the same track time and this could result in less thermal stress in general so yes more potential to go faster keeping temperatures within limits.

It’s still the boring efficiency thing that will make progress possible so we keep working on that part.

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Old 09-16-2020, 02:50 PM   #969
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The sound of the Scania DKR3 Rallytruck Dakar Speed

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Old 09-20-2020, 10:24 AM   #970
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Listen to the sound of the new DKR3 rallytruck of Dakar Speed with Scania 12.7L XPI engine.

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Old 09-24-2020, 02:40 PM   #971
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DKR3 rallytruck of Dakar Speed with Scania 12.7L XPI engine. Field testing. Why not test the whole team.
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Old 09-25-2020, 09:43 AM   #972
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DKR3 rallytruck of Dakar Speed with Scania 12.7L XPI engine. Field test compilation.

Scania DC16 V8 running on DID1 ECU and our external injector drivers.

This application is for Engine testing but can also be used for motorport like truck and tractor pulling race and rally use.
Hope the have the ECM setting for CAT and Detroit 60 series soon as well.

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Old 09-27-2020, 09:49 AM   #973
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Bit of a look inside the DID1 diesel ECU that we start using for our customers projects.

Fuel request and fuel limit maps explained on the Baldur’s Control DID1 diesel ECU.

This Diesel can be used for car as well as Semi Truck engines and as some of you know we run most European brands as well as CAT C series and Detroit 60 series engine for race rally sled pulling and drag race.
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Old 09-27-2020, 12:05 PM   #974
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Have FUN
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Old 09-30-2020, 10:33 AM   #975
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Testing Baldur’s DID1 Diesel ECU on the Scania V8 Hotrod

Did had some fun yesterday programming the DID1 Diesel ECU on the Scania V8 engine in preparation for drag, sled or truck pulling applications. Set fuel to over 3500Nm torque and get this thing in hi gear and it will this launch this Hotrod like crasy.

The DID1 Diesel ECU is no basic ECU and I programmed some extra faction into the ECU for better/smoother load/torque response and max RPM limiting as well as here in Europe we have a RPM limit of max 2900Rpm. So the ECU is ready to plug into a Truck Puller to bad Covid is not helping us to get the truck on the track.

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Old 10-01-2020, 10:42 AM   #976
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I've been using Baldur's DSL1 controller for another project, very impressed with the user interface so far. How was the DID1 for setting up the injector current profile and parameters for first fire? I'm on the fence about going common rail for my next project.
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Old 10-01-2020, 11:00 AM   #977
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I've been using Baldur's DSL1 controller for another project, very impressed with the user interface so far. How was the DID1 for setting up the injector current profile and parameters for first fire? I'm on the fence about going common rail for my next project.
This is something we need to do for you as for us it’s our daily job. Remember the DID1 can only run small injector so we run our injector drivers with the DID1 ECU.
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Old 10-05-2020, 02:07 PM   #978
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Prove of concept. MVJ2 Semi Truck puller running Baldur’s DID1 Diesel ECU.

Just as a test and to verify if we could copy the ECU setting over from the Adaptronic1280DI ECU to the Baldur’s DID1 Diesel ECU. Well what can I say it did work as planed. Data log even looks the same. And yes for those that know the sound of this truck. Turn the ALS or turbo kicker off so it dos not make this banking noise from the exhaust.

To bad we can not run the truck due to the Corona virus but dos not mean we are standing still with new development.

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Old 10-07-2020, 01:17 PM   #979
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Testing the Baldur’s Controls DSL1 on a Bosch P pump

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Old 10-13-2020, 09:38 AM   #980
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Testing a VP37 BOSCH fuelpump on the DSL1 from Baldur’s Controls

Yes the old VP37 used on the first generation 1.9TDI engines. Good and strong and able to make decent Hp as well.
This pump and DSL1 ECU go on a VW 110Hp engine controlling fuel quantity/timing as well as boost pressure.

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