New engine build Scania DC1601 for our semi truckpuller.

[tall boy]

I was asked Is AFR (air fuel ratios) a factor in your tuning?

We have two Lambda sensor or o2 sensor in the down pipe that gives us the AFR (air fuel ratios)

This is not an easy thing as AFR on a diesel can tell you a lot on what level of oxygen is left but it dos not tell you where the combustion of diesel took place, it also burns in the exhaust manifold.
We look @ AFR to have a reference on making progress with the fuel efficiency. More than 2 years ago when we still run OEM injectors we seen hi numbers of oxygen between lower oxygen levels telling us the combustion only takes place in the piston dome and there is a lot more oxygen there to burn.
Also smoke is not an indication on efficiency on burning oxygen, a bad injector nozzle or the wrong piston dome shape or bad injection timing will bring you load of black smoke but limited power and a o2 sensor will tell you this to some extend.

In general a lower o2 level and lower EGT will tell you that your making progress.

 

[FDPOWER]

Its like when a diesel runs away it has that perfect smoke till things start fLoatin around in it! Lol

 

[Leiffi]

Also smoke is not an indication on efficiency on burning oxygen, a bad injector nozzle or the wrong piston dome shape or bad injection timing will bring you load of black smoke but limited power and a o2 sensor will tell you this to some extend.

In general a lower o2 level and lower EGT will tell you that your making progress.

What is a good AFR target without smoke with todays high pressure injection systems? I've seen stock D12 Volvo run at about 17:1, a factory built D13 race engine at 15:1

I mean what kind of AFR should I use when doing airflow calculations for example in BW Matchbot? All the recommendations seems to be old school like 20:1 or something like that.

 

[tall boy]

The thing is there is no parameter to stick to other than for a conventional or low grade injection system on truck and tractor pulling a 13:1 AFR and any lower with not a lot of boost and you will get a new pope (white smoke blowing out the candle).

We can go as low as 11:1 AFR and smoke will clear @ about 15 to16:1 AFR.

BW Matchbot. Well I did try it on a regular truck engine and I could not get it to work, however I was able to dial in all the numbers from the truck puller engine including HP and I was able to reproduce the turbochargers we use.
No engine is alike so I work things out by using real time data and map them out in a compressor flowmap and work from there. Simply to many parameter to get it working in BW Matchbot.

Toyota 1kd-ftv D4D 3L commonrail Aftermarket ECU installation in progress.
This is a proto rally rate car. Engine a moved about 40cm to the back for better weight distribution. This project is not about massive HP but even more about a good torque range and backup systems. Funny things is things like the rail pressure sensor on this engine is redundant same as the VNT position potentiometers and I also try to implement some smart things like when a inlet restrictor is added the ECU will reduce power to prevent turbo damage just by comparing sensor values.

[ame="http://www.youtube.com/watch?v=fjJ9vJqVYjw"]Toyota 1kd-ftv D4D 3L commonrail Aftermarket ECU installation in progress. - YouTube[/ame]

 

[Leiffi]

The thing is there is no parameter to stick to other than for a conventional or low grade injection system on truck and tractor pulling a 13:1 AFR and any lower with not a lot of boost and you will get a new pope (white smoke blowing out the candle).

We can go as low as 11:1 AFR and smoke will clear @ about 15 to16:1 AFR.

BW Matchbot. Well I did try it on a regular truck engine and I could not get it to work, however I was able to dial in all the numbers from the truck puller engine including HP and I was able to reproduce the turbochargers we use.
No engine is alike so I work things out by using real time data and map them out in a compressor flowmap and work from there. Simply to many parameter to get it working in BW Matchbot.

Real time data is nice but you have to start from something when trying to find parts for a new build. I think 16:1 to 17:1 is a good number for unit injector or commonrail engine, older inline pumps 18:1 or higher.

 

[Timebomb]

Real time data is nice but you have to start from something when trying to find parts for a new build. I think 16:1 to 17:1 is a good number for unit injector or commonrail engine, older inline pumps 18:1 or higher.

Our Volvo D16 Race truck was around 17:1 when running mid 12's in the 1/4 with very little smoke if any. Production Volvo and Mack's are in the 19/20:1 range...

 

[tall boy]

Real time data is nice but you have to start from something when trying to find parts for a new build.

Well to start from something trying to find parts is looking for something that can be used and this will take a lot of know how and contacts that can make it all happen.

Most of our use full information comes from our customers and most of them are working on hi speed hi Hp rated diesel engines mostly used in marine applications and all we do is share information to solve things.
Also being a project engineering for many years you know how to plan and execute things and most important listen to what other people have to say to keep an open mind on things and reconsider if needed.

I had a bit of fun programming a Race Technology Dach3 to be used as a HMI in the rally car we are working on for quick diagnostics.
[ame="http://www.youtube.com/watch?v=IEJ_FgdjNns"]Race Technology Dach3 running an Adaptronic Diesel ECU application for an off road rally raid car - YouTube[/ame]

 

[Leiffi]

Our Volvo D16 Race truck was around 17:1 when running mid 12's in the 1/4 with very little smoke if any. Production Volvo and Mack's are in the 19/20:1 range...

Is it that single drive axle with Allison and twin VGT turbos that almost broke the dyno at PDI?

 

[tall boy]

Is it that single drive axle with Allison and twin VGT turbos that almost broke the dyno at PDI?

Something like this when the gauges go mad and RED.

[ame="http://www.youtube.com/watch?v=WY2GYQG4k2Y&feature=player_embedded"]De manne van janne 2 testbank - YouTube[/ame]

VGT?? I would not dare using them on a race or pulling truck as the ring get stuck easy.

 

[Timebomb]

Is it that single drive axle with Allison and twin VGT turbos that almost broke the dyno at PDI?

You have most of that correct lol. We have never dynoed at PDI but have dynoed at Antrim Diesel in Pa. Same dyno as PDI has...

 

[SmokinCAT]

You have most of that correct lol. We have never dynoed at PDI but have dynoed at Antrim Diesel in Pa. Same dyno as PDI has...

Be careful, anyone else that put down big numbers at antrims he has tried to discredit on another site, but I guess you will be okay since yours was a Volvo.

 

[tall boy]

Sounds like the same story repeats it self with dyno’s from sad to happy Hp ones and all you can use them for is to have some idea if you losing or gaining power.

Today I get the BW turbochargers in and start modifying them so they can handle more boost.
I also had a look on how the compressor wheel is build up and it a lot more advanced compared to even the latest generation of Holset billed wheels.

Also had a look @ MWE – Map Width Enhancement part in the compressor housing and the way the re circulate air, also a lot different to Holset.

On paper all looks better with the BW compared Holset, hope we will get lower shaft RPM @ the same boost level and a lower compressor discharge temp, cant’s wait to get the data from these turbochargers.
Tomorrow they going to the machine shop to make preparations for the speed sensors, get about time they get this option as standard as the SX500 got it for some time now.

 

[rebel127]

I'm told the speed sensors will be standard in the 400 line but it will be a while before they tool up for them.

 

[Leiffi]

Be careful, anyone else that put down big numbers at antrims he has tried to discredit on another site, but I guess you will be okay since yours was a Volvo.

No matter what engine/truck brand, US dyno numbers are very inflated. There must be something wrong if using overdrive instead of direct gear makes over 100 hp more.

 

[Leiffi]

I also had a look on how the compressor wheel is build up and it a lot more advanced compared to even the latest generation of Holset billed wheels.

BW should work better at PR 4 and higher but I don't know if it helps you much because it's probably the turbine side that has been restricting you and BW turbine might flow worse than Holset.

 

[tall boy]

To have the speed sensor option as standard on the 400 series I think they will wait until the molding cast wears out as it will take some changes on the MWE part as well as we discover today.

@ Leiffi. Well yes about the turbine side it’s is small but I like to get some data and building a hybrid with a bigger turbine side is still an option as I can have all the part to do this in less than a week.

Holset has low flow turbine wheels and I hope to get some better data on that next Saturday as I programmed an RMS filter in the ECU to get a better pressure reading from the exhaust gas pressure sensor and not the hi/low pressure and than draw a line in the middle and say this is RMS.
Low flow turbine wheels are good for low end turbine efficiency but hitting a flat blade on the ID on the wheel dos not look that good if you compare it to a hi flow wheel with curved blades on the ID where the gas volume is more directed to the OD. So on that part I cannot make calculations other than trying to work out the expansion ratio of the turbine housing.

To make it even more fun it looks like we can use hi cetane diesel fuel in the future to reduce smoke but we know from test done with DAF/Paccar engines that the EGT goes up and I wonder what this will do with exhaust pressure/volume.

 

[Timebomb]

VGT?? I would not dare using them on a race or pulling truck as the ring get stuck easy.

I completley understand, but so far so good.... LOL

As for the dyno, we will continue to suppport Antrim Diesels Open House/Dyno Day. We enjoy showing folks stock components maken HP. The number to us means little, 114mph @ 15,000+lbs is a better tool for HP.

Sorry to clutter the thread AFR questions has lead into.

 

[tall boy]

The changes to the ECU software are working great and I have good steady data to work with and set out this data in the BorgWarner matchbot.
To me it’s also clear what happens if you run your turbo of the flow chard as to exhaust pressure verses boost pressure.

What I did is worked the differences on a 82 and 88mm turbine in matchbot.

Link to matchbot with a 82mm 1.25AR hot side

http://www.turbodriven.com//performanceturbos/matchbot/index.html#version=1.2&displacement=15.6&CID=951.912&altitude=0&baro=14.706&aat=75&turboconfig=2&compressor=110s75&pt1_rpm=1800&pt1_ve=100&pt1_boost=58&pt1_ie=99&pt1_filres=0.08&pt1_ipd=0.2&pt1_mbp=0.5&pt1_ce=60&pt1_te=90&pt1_egt=1600&pt1_ter=3.28&pt1_pw=11.59&pt1_bsfc=0.43&pt1_afr=16&pt1_wts=300&pt1_wd=75&pt1_wd2=74&pt1_wrsin=69033&pt2_rpm=2300&pt2_ve=100&pt2_boost=58&pt2_ie=95&pt2_filres=0.1&pt2_ipd=0.2&pt2_mbp=0.5&pt2_ce=65&pt2_te=88&pt2_egt=1600&pt2_ter=3.59&pt2_pw=21.52&pt2_bsfc=0.45&pt2_afr=16&pt2_wts=320&pt2_wd=75&pt2_wd2=74&pt2_wrsin=73635&pt3_rpm=2500&pt3_ve=100&pt3_boost=58&pt3_ie=95&pt3_filres=0.12&pt3_ipd=0.3&pt3_mbp=0.5&pt3_ce=65&pt3_te=80&pt3_egt=1650&pt3_ter=3.98&pt3_pw=21.04&pt3_bsfc=0.48&pt3_afr=15.5&pt3_wts=340&pt3_wd=75&pt3_wd2=74&pt3_wrsin=78238&pt4_rpm=2600&pt4_ve=100&pt4_boost=57&pt4_ie=92&pt4_filres=0.15&pt4_ipd=0.4&pt4_mbp=0.5&pt4_ce=63&pt4_te=77&pt4_egt=1650&pt4_ter=4.14&pt4_pw=18.17&pt4_bsfc=0.5&pt4_afr=15&pt4_wts=368&pt4_wd=75&pt4_wd2=74&pt4_wrsin=84681&pt5_rpm=2750&pt5_ve=100&pt5_boost=55&pt5_ie=92&pt5_filres=0.18&pt5_ipd=0.5&pt5_mbp=0.5&pt5_ce=62&pt5_te=77&pt5_egt=1650&pt5_ter=4.21&pt5_pw=19.33&pt5_bsfc=0.49&pt5_afr=14.5&pt5_wts=608&pt5_wd=75&pt5_wd2=74&pt5_wrsin=92044&pt6_rpm=2850&pt6_ve=100&pt6_boost=53&pt6_ie=92&pt6_filres=0.2&pt6_ipd=0.6&pt6_mbp=0.5&pt6_ce=60&pt6_te=77&pt6_egt=1650&pt6_ter=4.26&pt6_pw=19.03&pt6_bsfc=0.5&pt6_afr=14.5&pt6_wts=600&pt6_wd=75&pt6_wd2=74&pt6_wrsin=92044&

Link to matchbot with a 89mm 1.32AR hot side

http://www.turbodriven.com/performanceturbos/matchbot/index.html#version=1.2&displacement=15.6&CID=951.912&altitude=0&baro=14.706&aat=75&turboconfig=2&compressor=110s75&pt1_rpm=1800&pt1_ve=100&pt1_boost=58&pt1_ie=99&pt1_filres=0.08&pt1_ipd=0.2&pt1_mbp=0.5&pt1_ce=60&pt1_te=90&pt1_egt=1600&pt1_ter=3.12&pt1_pw=8.03&pt1_bsfc=0.43&pt1_afr=16&pt1_wts=300&pt1_wd=75&pt1_wd2=74&pt1_wrsin=69033&pt2_rpm=2300&pt2_ve=100&pt2_boost=58&pt2_ie=95&pt2_filres=0.1&pt2_ipd=0.2&pt2_mbp=0.5&pt2_ce=65&pt2_te=88&pt2_egt=1600&pt2_ter=3.41&pt2_pw=18.73&pt2_bsfc=0.45&pt2_afr=16&pt2_wts=320&pt2_wd=75&pt2_wd2=74&pt2_wrsin=73635&pt3_rpm=2500&pt3_ve=100&pt3_boost=58&pt3_ie=95&pt3_filres=0.12&pt3_ipd=0.3&pt3_mbp=0.5&pt3_ce=65&pt3_te=80&pt3_egt=1650&pt3_ter=3.77&pt3_pw=18.34&pt3_bsfc=0.48&pt3_afr=15.5&pt3_wts=340&pt3_wd=75&pt3_wd2=74&pt3_wrsin=78238&pt4_rpm=2600&pt4_ve=100&pt4_boost=57&pt4_ie=92&pt4_filres=0.15&pt4_ipd=0.4&pt4_mbp=0.5&pt4_ce=63&pt4_te=77&pt4_egt=1650&pt4_ter=3.91&pt4_pw=15.32&pt4_bsfc=0.5&pt4_afr=15&pt4_wts=368&pt4_wd=75&pt4_wd2=74&pt4_wrsin=84681&pt5_rpm=2750&pt5_ve=100&pt5_boost=55&pt5_ie=92&pt5_filres=0.18&pt5_ipd=0.5&pt5_mbp=0.5&pt5_ce=62&pt5_te=77&pt5_egt=1650&pt5_ter=3.97&pt5_pw=16.59&pt5_bsfc=0.49&pt5_afr=14.5&pt5_wts=608&pt5_wd=75&pt5_wd2=74&pt5_wrsin=92044&pt6_rpm=2850&pt6_ve=100&pt6_boost=53&pt6_ie=92&pt6_filres=0.2&pt6_ipd=0.6&pt6_mbp=0.5&pt6_ce=60&pt6_te=77&pt6_egt=1650&pt6_ter=4.02&pt6_pw=16.23&pt6_bsfc=0.5&pt6_afr=14.5&pt6_wts=600&pt6_wd=75&pt6_wd2=74&pt6_wrsin=92044&

Al do did only get number 4 place we have a load of data and information that will help us to balance the semi on stand tracks and we know what gear to take along with the rest.

We only did two runs and the first was done with the same balance setting as last year and it still proven to be ideal but the engine did not want to go down in RPM making a 2 second faster pas than the competition.

[ame="http://www.youtube.com/watch?v=5V35l-fd9UE"]De Manne van Janne 2 Semi truckpuller run 1 2013 Oudgastel - YouTube[/ame]

The second and final run we did go one gear up hoping still to make a full pull and also pull the engine RPM down as low as possible but we came 7 meters short dropping off boost @ 1800RPM lifting the front wheels a little off the ground even so yes we got loads of torque but lost momentum.
[ame="http://www.youtube.com/watch?v=2H4ThAnj4lQ"]De Manne van Janne 2 Semi truckpuller final run 2013 Oudgastel - YouTube[/ame]

Pull off filmed from the front. Looks like we dropped the compressor surge line from 2100Rpm to 1800Rpm so yes I’m happy.
[ame="http://www.youtube.com/watch?v=oiuUAfsQQQM"]Truckpulling de Manne van Janne2 Scania V8 Oud-Gastel 2013 pull2 - YouTube[/ame]

 

[12vriviera]

very cool!!

 

[tall boy]

Something else than a Scania but very close to my old sport driving rally cars and for me it’s the first time I drive a off road proto rally car and must say it’s very close to what I’m use to drive, very responsive and direct on the steering.

Today I did the madden run of the Toyota Hilux off road rally car.

Testrondje HiLux Bite Rally Sport - YouTube

HiLux Bite Rally Sport - YouTube

Must say this 3L commonrail feels very strong and as loads of torque and it feel and sounds like it can handle it easy but it looks like we going to face a turbo with boostcreep. They going to inspect the turbine side for free movement of the VNT and inspect for blocked vanes.

Planning to dyno it coming Friday and make some test run tomorrow to fine tune a load of things an get a ton of data to inspect afterwards. Also the clutch is struggling to hold torque but being an race clutch it can take some time to breakin.

The car will be on his way next week to it’s first (test)rally so for now we going for low power output and step it up over time.

More info on the build. http://www.facebook.com/racingservicemvaneijk?filter=3