Diesel Performance Chips

[Tyce]

Everybody wants to know how to get the most ponies out of their sluggish diesel oil burner. Before you fork out your hard earned cash on a product for 4WD you want to know the ins and outs of what you’re buying.

There’s a range of performance modules on the market, but how exactly do they work?

Diesel performance modules operate in three ways. The first is through duration. The modules have the ability to increase power and economy through duration, by altering the time over which the injectors stay open improved economy and power can be achieved.

The second way a module works is through timing, where the fuel is injected earlier. This can add power and also increase economy by adding the fuel into the cylinder with more efficient timing. If this is achieved more power will be extracted from each molecule of fuel.

The third and last way is through pressure, where the fuel rail's line pressure is increased, so more fuel will be injected. This in turn creates more power. Most performance modules use a combination of two or all of these techniques, so by adding more fuel and improving how the engine burns the fuel the module can increase power and economy of your diesel fourby.

We have Greg Cain from Steinbauer to answer all of your questions you may have about these modules, and different ways they can affect the performance of your vehicle.

REMEMBER: Each post will need to be moderated and approved for it to be answered, therefore not all posts may appear.

For more information, please click here (http://www.4wdmonthly.com.au/forum/showthread.php?t=48376).

[Tyce]

Ok everyone, we've received a fair few questions in regards to diesal performance modules and we'll be passing them on now to Greg from Steinbauer.

Stay tuned for your answers!

[Tyce]

Question:

TUFF IFS LUX

G'day Greg,

Welcome, may I start off this discussion first with my predicament that I encountered with my 07 HiLux D4D auto 4x4 recently. I decided to purchase a TDC Technologies Powerbox CR Plus from the USA to give my HiLux a boost and the price of approximately $500 was very attractive.

When I got it, it had about 12 levels, I fitted it and took it for a drive and tested all the settings. I was disappointed in that as soon as I started to feel some performance gain with light throttle application, any more throttle than that and she went into limp mode.

I reset her, and clicked it back one setting, then tested her again. Once again it went into limp mode when using more than half throttle. Tried once more with a lower setting - mind you I didn’t feel any power now and whilst kicking down, went limp again.
I sent the unit back, and they reckon they programmed a custom one off unit and sent it back to me, I tried it and even at the highest setting, it was like it wasn’t there at all.

Now, they reckon that the upgraded 07 HiLux ECU with the 6pin Common rail connector is too temperamental with any sort of adjustments and they think that the ECU itself may have some sort of torque limiter which doesn’t allow the engine to make hardly any more extra torque than factory.

I think that this may be wrong. I have heard from other 2007 and onwards HiLux owners with DP chips and some other brands, not sure if they are Steinbauer products, but they are having some problems too with the ECU's going into limp mode. The pre ‘07 models with the 3pin connectors do not seem to have this problem.

Could you please help me explain what this means, how has Steinbauer approached and resolved this issue if at all you have come across this, and what were the outcomes?

Thankyou for your time, and thankyou 4x4 Action, I think this new section is a great idea.

Tuff_Ifs_Lux

Answer:

This is a typical problem here in Australia with the cheaper products on the market.

There are certain ways to achieve performance on an Electronic Turbo Diesel Engine.

1. Adjusting Fuel Rail Pressure up (this by the sounds is exactly what you purchased) which sends and signal back to the Engine ECU. This is looked down on by all Diesel and Car Manufactures due to having huge amount of Pressure in the Fuel Rail (approx 26000psi) and the added extra pressure can cause damage to injectors and pump.
All the adjustments on that box had caused an over fuelling problem, which is why the ECU sent the vehicle into a limp home mode.

2. Raising Turbo Boost Pressure.
There are some products on the market that you can plug straight into the Turbo Boost Pressure Switch which will raise boost by a few pounds. Not a real great idea if your engine has done a few Kms.

3. The Steinbauer Module is designed to adjust the mapping of the injector opening and closing times the same way that the car manufactures do. This is a computer which is down stream on the Engine ECU, so the reference signal to the injector is adjusted using our individual mapping for each vehicle (not like some other products which have a broad range of vehicle for one part number).

Hope this helps in choosing.

Regards,
Greg

[Tyce]

Question:

mightgeta4be

The obvious question that comes to mind, is does the modifying / change in engine management characteristics place unknown stress on the engine? It’s fine to get extra power and great to get better economy, but is there a cost in increased engine wear or reduction in engine life?

Are manufacturers using the chips as marketing ploys? Eg. release a motor with x amount of power one year and the next release the new model with the same engine but market it with "increased power and economy"?

Answer:

Some Performance Chips can cause added pressure and stress to engines(as answered in question 1) in the way it is designed. The way that it becomes a fuel saver is that you don’t have to depress the accelerator down as much because you have that extra power.

The Manufactures can adjust the mapping in the ECU which can detune the power statistics of a particular engine and increase on the next model if they desire.

Greg

[Tyce]

Question:

dhula

While I can agree that this is the case with the newer CR diesels as usual duration, timing and pressure can all be "played" with via the module (black box if you like), my question is directed more towards the mechanical FIP that has electronic control. Let’s select a Nissan Prado (TD42) Cruiser type pump (usually rotary style) that has electronic control of timing (advance and retard) and fuel quantity.

Now obviously pressure won't be included here as it can't be punched up by the black box due to it being something that is controlled by the injector itself (cracking pressure).

Yes I'd agree that if there are enough wires going to between the fuel pump controls and the black box (some that I've seen only have one wire connected to the pump wiring) then timing (advance and retard) is something that the black box can effectively change.

One of my questions is how is duration changed (ie the injector is kept open longer or shorter)? Remembering that we are talking about a mechanical pump that has electronic control. The only way I know that this can happen is for the fuel quantity to be increased. However I have e-mailed a few companies that make these black boxes and there has been much discussion on many forums (including this one) and I'm sure around many campfires that keeps coming back to duration (or keeping the injector open longer) with no real reference to adding more fuel (even though I ask those direct questions and still get a "duration" answer).

Why is it that black boxes are not cheaper when changing "duration" (or keeping the injector open longer) is in reality just adding more fuel (which oddly enough not one maker will directly admit to and continue to use the word "duration") which to me can be achieved by adding a reostat somewhere in the system to change an input from 1 volt to 2 volts (please insert correct reading here as I'm only using these figures to demonstrate) thereby "tricking" the pump into adding more fuel (increasing duration etc).

This sounds like a simplistic way of saying it and I understand that makers spend time testing their product to ensure that engines done just over fuel and say bye bye. In my mind some black boxes are nothing more as they only connect to the system by one wire. One that I’ve seen connects via one wire to the pump, one to +'ve, one to -'ve and one to the accelerator pedal (apparently to tell the black box when the pedal is a rest).

My last question is are some black boxes (no names needed as I'm sure most will know) simply expensive reostats that increase fuel load (amount) by a set amount no matter what (eg 2%/10% etc)?

Answer:

To answer your first question the Prado/Landcuiser Injector Pump has an electronic spill valve which controls fuel delivery to the injectors electronically. The spill valve will open and close six times per engine revolution with an electronically controlled advance.

Duration time is controlled by the Spill Valve opening longer not by applying constant higher voltage but by changing the on/off cycle of voltage for different rev ranges.

You are correct on your last question but the Steinbauer controls either the opening and closing of injectors on common rail or opening and closing of the spill valve on electronic rotary pumps.

With the difference between Steinbauer and your reostat idea our is made with technology rather than a simple resistance switch.

Hope this answers a few myths

Greg

[Tyce]

Question:

DJR96

This is perhaps a little off-topic for you, but still, I'd like to hear your views.

I'm building my own vehicle with a 6.0 litre powerstroke diesel. One of the reasons for choosing that is that I can readily get a plug-in code reader/reprogrammer. With this I can access any fault codes from the drivetrains ecu/s, access direct pid outputs to monitor all sorts of engine parameters, and reflash the ecu with custom modified programming strategies. As such, I can have virtually all parameters, injection duration, timing, fuel rail pressure, turbo boost level, transmission shift points and firmness, you name it, it can be manipulated to suit my vehicle and driving style. I can even use different strategies for different uses. ie. daily economy, loaded touring, heavy towing and so on.

So I know the American Fords, Chevys and Dodges can all be manipulated in this way. But what I want to know is what other vehicles can have their ECU reprogrammed in a similar way?

It is an important question because many plug-in modules don't address the transmission. With some vehicles you can easily get good increases in power and torque, which may be more than what its transmission can deal with, or at least greatly reduce its life expectancy.

Other than that, I'd like to direct you to this thread: http://www.4wdaction.com.au/forum/showthread.php?t=26223

How / what is done by a module to achieve it's result? Please be model specific, as obviously it is done differently from model to model according to the injection system used.

Some seem to have very few wires used, is that a data serial cable that is being used to get required info, or are these things simply not that complex?

Are any of them customisable? Better intercoolers and exhausts could allow for further increases for example.

Answer:

Some European vehicles have that type of ECU and Japanese will be not too far behind but at the moment the Predator is one that comes to mind for the US market.

The Steinbauer Module is designed to adjust the mapping of the injector opening and closing times the same way that the car manufactures do. This is a computer which is down stream on the Engine ECU, so the reference signal to the injector is adjusted using our individual mapping for each vehicle (not like some other products which have a broad range of vehicle for one part number).

Exhaust and Intercoolers will definitely make an improvement but be aware that you will have to upgrade with a Steinbauer Module to get maximum performance than leaving it standard.

Greg

[Tyce]

Question:

sandym

Hi , I have a 2.8 td patrol and have been looking at installing a chip.

So far it seems that I can expect better fuel economy, more power on demand and off the mark from a stand still.

What benefits, if any, would there be when out in the bush and in constant 4wd, and also, would there need to be any other modifications made to the vehicle to have a chip installed?

Thanks

Answer:

The only problem with the 2.8 Nissan is that the injection system does have problems with pump and injectors so fitting a performance module may not make any difference and just create a smoke issue.

If your fuel system is ok (please check with accredited Diesel Shop) you can expect a difference on all driving conditions as the vehicle is a lot more responsive taking a lot of the turbo lag out. Fitting an exhaust System with have a slight improvement of approximately 5-10% extra power where a module you could expect around 20%.

Greg

[Tyce]

That just about wraps it up for questions on Diesel Performance Modules, but you can visit the link below to discuss the topic further.

http://www.4wdaction.com.au/forum/showthread.php?t=50189