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Old 04-25-2022, 12:01 PM   #1061
tall boy

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Originally Posted by Ben. View Post
If you target lambda 1 at full load, but request lower torque for power management, will it run leaner than lambda 1, or maintain lambda 1 and target lower boost? I'd imagine this would lower emap and result in better efficiency at those low power levels?
How and why and when I’m not going to explain but it reduces fuel and minimum lambda is 1.
No we run ready boost all the time to keep the turbo spinning and can be on part load we make more boost than full load @ some load points as we jump from antilag mode to toque mode where all fuel is to max efficiency on the crank and not to the exhaust.

https://www.facebook.com/heckerracin...8400388115536/
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Old 05-07-2022, 11:16 AM   #1062
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Truck Race weekend is on in UK. Out or 2 race we get number 1 & 2 podium places so yes I’m happy. Both bonneted truck have the same engine config but that freightliner is so fast it just takes off.

Tomorrow we will have a reversed grid so this is where the action takes place.

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Old 05-08-2022, 09:57 AM   #1063
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Old 05-31-2022, 12:30 PM   #1064
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Testing a Iveco Tector engine. alsmost the same as the Cummins QSB or ISB engine

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Old 06-05-2022, 07:57 AM   #1065
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Murphy’s Law Peterbilt 2000 series V8 MTU Commonrail engine. Team wouldn't live up to its name if all went well. End of run Turbo Damage but a lot of progress in power with the Mercedes MTU V8 Common Rail engine.
The CP9 Common rail fuel system on this engine certainly has potential, but it sometimes takes a bit of searching for a team to install the fuel supply and return in the right way, sometimes it also takes a while, it is possible that a control valve remains stuck after two years of not running the engine due to Covid. And when that was fixed look further and look at the data from the engine management and eventually change the fuel return from the pump and then tightly regulate its fuel pressure. This team itself also has a number of young people who want to learn to understand this modern diesel injection technique and who can simply take steps by looking at data and working with it and ask me questions if necessary and that way you always come step by step and move on making power power.

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Old 06-06-2022, 08:37 AM   #1066
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Fuel injection quality or quantity. What do you prefer? Nozzle technology explained.

Commonrail diesel fuel injection systems. We often shout bigger is better on fuel delivery and there are loads of tuning shops able to give you just that I think and yes quantity of fuel is there but dos it make clean power? White to grey haze on low engine load where boost pressure is not so great and soot mass or better known as smoke well plenty.

In our case diesel industries takes care of it own having for example our nozzle made by OEM supplier R&D department to get hi quality of fuel injection. Best and easy way to go forward to find the injector that is able to support the fuel delivery but often the nozzle is unable to do so as for chance that we blow the tip of the nozzle off as for having take to take out a lot of material to create a bigger nozzle hole size. Easy way is to just EDM the nozzle holes not taking out material to optimise fuel flow going into the nozzle holes but that means the quality of injection usually becomes very bad defeating the idea building a massive bigger injector that’s that still has excelled clean performance and stability. So in order to get this excelled clean performance loads of material from inside the nozzle needs to be taken out weakening the nozzle tip as a result so what to do? Build our self a new nozzle by eider offsetting the holes in two rows creating more space between the holes of go down in number of holes. It all depends. A other factor that is often overlooked is dos the diesel cone shape spray pattern coming out of the nozzle hit something like piston or cylinder head or even dos the cone shape overlay making a mess of things as well. Shape of combustion chamber dictates what the nozzle needs to look like as well.
And the last bit. Stability. Needle lift and shape of needle go hand in hand in good performance and often if you over flow the injectors injector close time expand like creasy giving the idea it’s a hi flow injector but in reality end of injection is way more retarded than you think. So also there a fine balance is needed. Good thing is most project I do have last generation fuel systems have the best what a OEM can deliver on tolerances and production techniques.

With a good engine set-up including fuel system hitting lambda 1 all the time is possible. That’s how we win races setting new standards even. More performance by efficiency.

Next up low lambda reading from a o2 sensor without having smoke. How is this possible?

During the process of making the nozzle measurements are taken to verify tolerances and so we are able even with massive more injector flow getting the tolerances of injector quantity offset within factory specifications of the standard injector.
Click the image to open in full size.
Click the image to open in full size.
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Old 06-08-2022, 07:10 AM   #1067
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l Lambda on modern diesel engines. How confusing can it get?

Let start with the basics of reading l Lambda. Most think we can do the job with a l Lambda sensor. In reality what some call a Lambda sensor is a o2 sensor that can only read the oxygen contend in a gas stream so dos oxygen content give you a correct l Lambda reading?

Exhaust gas on a diesel engine can be fragmented so very possible that hi oxygen content due to valve timing and combustion chamber scavenging gives a hi Lambda reading. Other example can be that air trapped near to the outer sides of the combustion chamber dos not take part in the combustion process. Theses things will mess up the real Lambda number of the combustion as well but will give a hi Lambda reading in general and mostly on older diesel engines even with a hi Lambda reading the engine will create soot mass better known as smoke.

We run some last generation diesel engines that can go as low as 0.88 Lambda reading still not producing soot mass or smoke so how can this be?
Fist of all these engines on valve change over have both inlet and exhaust valve closed so combustion chamber scavenging @ low RPM dos not take place so we have an X amount of trapped gas of the combustion that dos not exit the cylinder. On top of this there is an X amount of EMP (exhaust manifold pressure) present as well trapping some more combustion gas, or your can also call it EGR in the cylinder as well. This dos not sound very good as we now missing some oxygen content but there are good things to it as well. One of them is temperature in the piston dome helping to speed up the process going to a gaseous state with the diesel fuel. Also EGR contains inert gas slowing the combustion down a bit due to CO2 that dos expand a bit as well during temperature rise during combustion so we are getting some benefit as for a more controlled combustion and some gas expansion contributing to engine performance but this all dos not explain the 0.88 l Lambda number with no smoke making good power even having the same fuel per stroke ratio compared to engine with low RPM combustion chamber scavenging so there are more differences like low swirl in combustion chamber to avoid the fine spray of diesel injection mixing up so you get bigger diesel droplets that go to a gaseous state slower possible hitting the relative cold piston dome.
Even do more fuel injection pressure is used on modern diesel engines and there for more nozzle velocity the distance that the flame front takes place from the nozzle outlet is identical to older fuel systems with lower injection pressure but the distance between the nozzle holes is less as more nozzle holes are used on some injectors so the cone shape of the diesel spray are almost overlapping so hi swirl on gas flow inside the cylinder before ignition can real mess things up.

I strongly believe running your modern diesel engine around l Lambda 1 will get you the best results on performance so the 0.88 l Lambda along with some EGR gas dos not line up with that picture but it is reality on what the oxygen sensor(s) are reading including the one from the FIA organisation on FIA European truck racing. Also both o2 sensor are placed opposite to eats other and the readings have sometimes differences as well so can we conclude due to the large fragmentation of exhaust gas content a normal o2 sensor can not read real l Lambda or are we making more engine performance with lower l Lambda numbers when some conditions are met?
During the meeting with the FIA organisation regarding l Lambda I was asked when do you smoke and @ what l Lambda number? As we run on HVO100 or EN15940 diesel fuel still using the fuel model for normal EN590 diesel. My answer I do not know what l Lambda number we can run getting smoke and all I know running this engine close to l Lambda number 1 I lose 12% performance.

Some conclusion based on ECU data. Must say on this engine type did not use l Lambda number as a reference as we get no good reference just looking a engine performance in relation to fuel model not even looking @ EGT even.
In this picture you see l Lambda numbers scatter plot running on original fuel model. As you can see more solid line on scatter plot. NOTE! l Lambda numbers are times 100 so 100 is l Lambda 1 and a 88 is l Lambda 0.88. get it!
Click the image to open in full size.

Now here is a scatter plot with l Lambda 1 target. As you can see all dots are all over the place indication there are random points with low l Lambda numbers.
Click the image to open in full size.

Now looking @ the histogram running original fuel model this is what you get. l Lambda numbers very close to 1.
Click the image to open in full size.

And this is the histogram running Lambda 1 target. Only a small difference there on Lambda reading but less engine performance.
Click the image to open in full size.

I know this is getting real technical also indicating a diesel engine is more complex than most think and its not reading a book on how to but read between the lines and use read data to make progress.
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Old 06-18-2022, 10:06 AM   #1068
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3e generation Scania 13L XPI exhaust camera trace truck engine running on hungaroring ETRC
Credit to Scania able to run this hi performance engine with more than 95% original standard parts running very lo soot mass or smoke and possible NOX reduction on HV100 bi fuel. Definite the way to go forward for truck racing strongly believer performance and emission reduction can go hand in hand on motor sport application however it will take time before race organisation will embrace this latest development and new standard must be set in order to improve. We hope to take the lead in this developing other engines brands to the same standard as the 3e generation Scania 13L XPI engine.

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Old 07-27-2022, 03:17 AM   #1069
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Torque control mapping seems to be a hot item on petrol engines now but you just need to know we and that’s the world of car/truck engine production went to drive by wire to get more control on engine performance in relation to car stability systems like ABS traction and collision control so nothing new in the real world of a daily drive and just a hype in motor sport development for some.

This is what Torque control mapping dos on a 5300Kg race truck with 5500Nm and over 1100Hp on a stop and go. Link down below. Also credit to the driver for constant shifting up the gears keeping the RPM down @ low speed maximising the RPM range as these engines easy makes full boost and Torque from 1250Rpm onwards spinning the tyres if no Torque limit is set.

Stop and go 2022 Truck race Germany - YouTube

Great CAT engines make great power but you only be able to harvest this power by using a great Baldur CAT ECM. Credit to Danny Sammons our local dealer in the US for supporting this project.


Last edited by tall boy; 07-27-2022 at 03:19 AM.
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Old 08-23-2022, 12:47 PM   #1070
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Bit more inside on Truck Racing.
Hard work keeping these Truck Race engine up and running performing to the max.
In 2021 we introduced the first D26E6A+ race engine winning the UK championship and this year we have two D26E6A+ race engines running the UK A division championship holding 1e and 2e in the championship so far but as expected the power game is on with the completion and for those that run the B type engines now in general struggle as the CP3 pumps are unable to deliver the fuel to support the power output so maybe for next year we will build and upgrade some more and have all ready to support the upgrade as it can take more than just an engine to make a race truck faster as result often come better working with the teams thinking outside the box.

Yes we did test last race weekend with a neutral result making a bit more smoke on normal diesel fuel but we have data to take things forward so it can be that HVO or GTL fuel will give the better result with the test we done reducing emissions. If you stand for something you better do it making good clean engine power is a goal and it dos not make my work easy but I like a challenge.

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Old 08-24-2022, 11:23 AM   #1071
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Originally Posted by tall boy View Post
Torque control mapping seems to be a hot item on petrol engines now but you just need to know we and that’s the world of car/truck engine production went to drive by wire to get more control on engine performance in relation to car stability systems like ABS traction and collision control so nothing new in the real world of a daily drive and just a hype in motor sport development for some.

This is what Torque control mapping dos on a 5300Kg race truck with 5500Nm and over 1100Hp on a stop and go. Link down below. Also credit to the driver for constant shifting up the gears keeping the RPM down @ low speed maximising the RPM range as these engines easy makes full boost and Torque from 1250Rpm onwards spinning the tyres if no Torque limit is set.

Stop and go 2022 Truck race Germany - YouTube


Great CAT engines make great power but you only be able to harvest this power by using a great Baldur CAT ECM. Credit to Danny Sammons our local dealer in the US for supporting this project.

Great CAT engines make great power. Baldur CAT ECM - YouTube
Hey! I was there! Was even in the video. At the end of the track in the little set of bleachers next to the track!
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Old 08-24-2022, 12:28 PM   #1072
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Originally Posted by tall boy View Post
l Lambda on modern diesel engines. How confusing can it get?

Let start with the basics of reading l Lambda. Most think we can do the job with a l Lambda sensor. In reality what some call a Lambda sensor is a o2 sensor that can only read the oxygen contend in a gas stream so dos oxygen content give you a correct l Lambda reading?

Exhaust gas on a diesel engine can be fragmented so very possible that hi oxygen content due to valve timing and combustion chamber scavenging gives a hi Lambda reading. Other example can be that air trapped near to the outer sides of the combustion chamber dos not take part in the combustion process. Theses things will mess up the real Lambda number of the combustion as well but will give a hi Lambda reading in general and mostly on older diesel engines even with a hi Lambda reading the engine will create soot mass better known as smoke.

We run some last generation diesel engines that can go as low as 0.88 Lambda reading still not producing soot mass or smoke so how can this be?
Fist of all these engines on valve change over have both inlet and exhaust valve closed so combustion chamber scavenging @ low RPM dos not take place so we have an X amount of trapped gas of the combustion that dos not exit the cylinder. On top of this there is an X amount of EMP (exhaust manifold pressure) present as well trapping some more combustion gas, or your can also call it EGR in the cylinder as well. This dos not sound very good as we now missing some oxygen content but there are good things to it as well. One of them is temperature in the piston dome helping to speed up the process going to a gaseous state with the diesel fuel. Also EGR contains inert gas slowing the combustion down a bit due to CO2 that dos expand a bit as well during temperature rise during combustion so we are getting some benefit as for a more controlled combustion and some gas expansion contributing to engine performance but this all dos not explain the 0.88 l Lambda number with no smoke making good power even having the same fuel per stroke ratio compared to engine with low RPM combustion chamber scavenging so there are more differences like low swirl in combustion chamber to avoid the fine spray of diesel injection mixing up so you get bigger diesel droplets that go to a gaseous state slower possible hitting the relative cold piston dome.
Even do more fuel injection pressure is used on modern diesel engines and there for more nozzle velocity the distance that the flame front takes place from the nozzle outlet is identical to older fuel systems with lower injection pressure but the distance between the nozzle holes is less as more nozzle holes are used on some injectors so the cone shape of the diesel spray are almost overlapping so hi swirl on gas flow inside the cylinder before ignition can real mess things up.

I strongly believe running your modern diesel engine around l Lambda 1 will get you the best results on performance so the 0.88 l Lambda along with some EGR gas dos not line up with that picture but it is reality on what the oxygen sensor(s) are reading including the one from the FIA organisation on FIA European truck racing. Also both o2 sensor are placed opposite to eats other and the readings have sometimes differences as well so can we conclude due to the large fragmentation of exhaust gas content a normal o2 sensor can not read real l Lambda or are we making more engine performance with lower l Lambda numbers when some conditions are met?
During the meeting with the FIA organisation regarding l Lambda I was asked when do you smoke and @ what l Lambda number? As we run on HVO100 or EN15940 diesel fuel still using the fuel model for normal EN590 diesel. My answer I do not know what l Lambda number we can run getting smoke and all I know running this engine close to l Lambda number 1 I lose 12% performance.

Some conclusion based on ECU data. Must say on this engine type did not use l Lambda number as a reference as we get no good reference just looking a engine performance in relation to fuel model not even looking @ EGT even.
In this picture you see l Lambda numbers scatter plot running on original fuel model. As you can see more solid line on scatter plot. NOTE! l Lambda numbers are times 100 so 100 is l Lambda 1 and a 88 is l Lambda 0.88. get it!
Click the image to open in full size.

Now here is a scatter plot with l Lambda 1 target. As you can see all dots are all over the place indication there are random points with low l Lambda numbers.
Click the image to open in full size.

Now looking @ the histogram running original fuel model this is what you get. l Lambda numbers very close to 1.
Click the image to open in full size.

And this is the histogram running Lambda 1 target. Only a small difference there on Lambda reading but less engine performance.
Click the image to open in full size.

I know this is getting real technical also indicating a diesel engine is more complex than most think and its not reading a book on how to but read between the lines and use read data to make progress.
Those modern engines are made to be efficient at part load because most engines spend most of their time at part load. They are not very fuel efficient when loaded heavy. So, if you want to build a race engine you must change cam timings to make them breath. Solves your lambda issue too. There is no way any diesel engine can be smokeless under real lambda 1

You dont want to slow down the combustion with EGR, you realize that when you see what they do with nitrous these days.
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Old 08-27-2022, 03:30 AM   #1073
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Those modern engines are made to be efficient at part load because most engines spend most of their time at part load. They are not very fuel efficient when loaded heavy. So, if you want to build a race engine you must change cam timings to make them breath. Solves your lambda issue too. There is no way any diesel engine can be smokeless under real lambda 1

You dont want to slow down the combustion with EGR, you realize that when you see what they do with nitrous these days.
Seems in live we have two categories. The followers reading a book on things trying there best but always behind how else can you follow. And there are the developers the leaders that set new standard on things making improvements.
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Old 08-27-2022, 04:26 AM   #1074
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Competition is good. Last year we where dominating qualification by over a second a lap with the D26E6A+ engine. This year we have two D26E6A+ engines in the UK truck race field and lucky also a Iveco Euro6 engine that in all are a little over 0.3 seconds apart from 1e to 3e place so great for the sport. MAN still can not follow al do they tray but all I seen so far is more smoke from them and the ones that run there B engines with the CP3 pump are now really down on power. Must say 3 out of the 5 D26 engines I build are B versions as well also struggle to dial in max fuel but think for next year the budged will be there to upgrade to a CP9 fuelpump with plenty of fuel.
We also run some test on injectors and from a performance standpoint neutral but get more smoke so now we know the engine set-up that will perform clean.

Looks like for next year I have to build a Baldur DID1 CAT ECM for a C12 race engine only problem is it run on a BOSCH ECU and do not have the pin out of the ECU and workload is killing me to make a plug and play wire loom for this engine this year. C12 use to be a A division engine now able to run in B division but still fun to find out if we can up the general performance a bit with the things we know today.

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Old 10-02-2022, 10:26 AM   #1075
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Finally time to test something. MVJ2 Semi truck puller on a Baldur DID1 ECU.

RPM control is good, but because the laptop wouldn't help us get some data from the run, I couldn't compare the data and make changes for the next run. ALS or anti-turbo lag control can be much more aggressive, pulling much more boost to sled a lot faster from the start. Not hard to set these modes on this ECU and maybe we can get some more runs in two weeks.


NY Titan Sport class truck puller this time without an inlet retricktor and hook at the same height as the Supersport VTN.

Leaving out the intake retricktor immediately gives a lot more power and the turbo pressure flies through the ceiling just like the exhaust pressure so we just left it at 2500 RPM instead of 2900 RPM to prevent turbo damage.
NY Titan Sport class truck puller also without an intake retricktor is built for high torque low revs. For the much higher supersport revs you have to go for a bigger turbo and injectors. Another thing is the tire size. The hook at the same height as the Supersport VTN and less rubber on the clay gives less traction, it is better to keep the hook height the same as the regulations of the sport class, so you keep a better balance and you also think about compensating for the difference in tire size.

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Old 10-03-2022, 05:50 AM   #1076
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Random question, since you are sitting basically on top of the motor, is there any type of plate or scatter shield below you to keep motor parts from flying through the floor pan at you?
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Old 10-04-2022, 12:58 AM   #1077
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Random question, since you are sitting basically on top of the motor, is there any type of plate or scatter shield below you to keep motor parts from flying through the floor pan at you?
Turbo is boxed in with 4mm steel plate. The RPM is max 2900 so not that hi and I never seen engine part shoot up with great force other than turbo parts and that why these are in a box. In the plain of rotation of the flywheel there is a plate on de bottom side of the engine. Every year the clutch and flywheel have to come out for inspection on cracks and the flywheel is all steel not cast. Most dangerous is if an engine runs away in hi RPM due to a defect on the fuelpump but we never seen this happen on a all electronic engine. Simply cutting the power supply to the injectors will stop fuel injection and if it is a commonrail the ECU runs the fuel pressure down as well.
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Old 10-13-2022, 05:48 AM   #1078
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Seems in live we have two categories. The followers reading a book on things trying there best but always behind how else can you follow. And there are the developers the leaders that set new standard on things making improvements.
So next think about camshaft timing, it is all in the books, there is nothing new to be found in internal combustion engines. Let me quess, next year you find a solution to lambda problem, camshaft. I think it took you over a year to find out why you exploded turbos every pull. They surged to death. And someone told you so a year earlier.
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Old 10-14-2022, 06:10 AM   #1079
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Question on a Dodge 2003 with a Cummins 2500 engine. ECM was replaced and engine will not run. Fuelpump dos not come on and same goes for 5V power supply to sensors. Power and ignition input to the ECM are all OK. There seems the be some OBD activity but do not have a tool to connect to it. Could it be that the ECM dos not have the correct ignition key code or other anti theft device not working correct?
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Old 11-12-2022, 10:52 AM   #1080
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We done it aging 1e place A division British Championship 2021 & 2022 with out D26E6A+ engines. We also get 3e place in the championship but a lot of bad luck on track with some crashes and some DNF due to this did get 3e place with 1 point deference with 2e place.


What about types of ECU and their options and functions. Just some explaining and a sneak preview on the new ECU we are developing.
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