CRDi does it really live-up to its expectation?..mula inilabas yun??

[Diesel_Torque]

I think the best CRDI pa rin is Bosch Technology kc cla ung unang gumawa talaga nito and they really do the real test for many times b4 nila i-released sa market i think pra hndi mag-suffer ung mga gagamit. But i think ung Denso (which is used by Toyota D4D Technology) hndi sila gaya ng Bosch mag-test kya may mga problems pa na lumalabas.

Iba pa rin talaga ung original or ung nauna na gumawa ng CRDI Technology kesa dun sa gumaya na lang haha! Peace!

[4JGtootsie]

I agree. Aside from that Bosch has one of the best Research and development group in the world. They have mastered the common rail design now they are into into nozzles. A quote from Gary Hirschlieb VP diesel engine design-Bosch
" The R&D on nozzles at Bosch is unbelievable. Part of it is strenght of materials, because we're raising pressures, so you get high pressures within the injector body around the needle. How you set up the holes, the staggers, the angle, the taper to the inlet and outlet--there are just a ton of processes that go into making and calibrating the nozzles. It's something that is very critical to Bosch."

I think once Bosch gets involved with the biodiesel bandwagon its R&D will be critical to the fuel's success. Imagine a fuel system designed by no less than Bosch specifically for CME. From Tank design, fuel line materials, fuel pump components, fuel filtering, ECU calibration, common rail and injector pressures and setting.

[jeanpierre]

" The R&D on nozzles at Bosch is unbelievable. Part of it is strenght of materials, because we're raising pressures, so you get high pressures within the injector body around the needle. How you set up the holes, the staggers, the angle, the taper to the inlet and outlet--there are just a ton of processes that go into making and calibrating the nozzles. It's something that is very critical to Bosch."

These are factors that should be considered by some of our co-tsikoteers who's planning to install tuning kits/chips on their diesel engines with japanese made CRDI since they might shorten the life of their injectors which are expensive and can cause other major damage to their engines. Di sa "walang bilib" ako sa japanse crdi but we have to accept the fact na bago pa lang sila sa crdi technology at medyo kailangan pa nilang e improve after ng mga problems kagaya ng sa D4D engines. Be aware that what these tuning kits/chips does is increase/raise the operating pressure of the fuel injection system kaya if your system is not designed for that, something gonna give up prematurely. Somehow, I'm happy 'coz' my Sorento uses BOSCH CRDI system and even though it's capable of handling any tuning kits/chips, I still won't dare to install it.

[4JGtootsie]

I and Mr. Hirschlieb agrees with jeanpierre. To quote him;

"We dont condone that or recommend that. The nozzles are pretty much sized to the engine as it's set up at a given horsepower, so those tuners have to work around that. But since they're not concern with emmisions--just power--they can choose higher rate injectors. Bosch has to deal with emmissions, durability, and transmission-- and the current production drivelines don't support that much power. The pump and injectors have such tolerances that an enthusiast couldn't just open it up and gain a 30 percent increase in pressure and flow rate. They're pretty much set..."

In short the more power the shorter the life of engine and driveline.

Ever wondered why Detroit Diesel and Allison has always been together.

Torque is worthless if you can't transfer it to the wheels.

[dbuzz]

I and Mr. Hirschlieb agrees with jeanpierre. To quote him;

"We dont condone that or recommend that. The nozzles are pretty much sized to the engine as it's set up at a given horsepower, so those tuners have to work around that. But since they're not concern with emmisions--just power--they can choose higher rate injectors. Bosch has to deal with emmissions, durability, and transmission-- and the current production drivelines don't support that much power. The pump and injectors have such tolerances that an enthusiast couldn't just open it up and gain a 30 percent increase in pressure and flow rate. They're pretty much set..."

In short the more power the shorter the life of engine and driveline.

Ever wondered why Detroit Diesel and Allison has always been together.

Torque is worthless if you can't transfer it to the wheels.

oh yahh..most probabaly here in pinas that not only we have few enthusiast, we also have to think twice about the cost, unlike you guys that can readily spare couple of thousand pesos just to add torque to the wheels.

[niky]

Tuning is always a game of balancing priorities.

Most manufacturers tune their engines very conservatively. They set their injectors for a certain duty cycle.

By tuning the injectors properly, you can actually use more flow without stressing them to the breaking point (having them at 100% duty cycle 100% of the time).

That's why "tuning chips" often claim "merely" 25-30 hp. They still leave a safety margin in order to preserve the life of the injectors. They're not like US diesel tunes, which can give nearly 100% more power... at the expense of billowing black smoke and injectors and pumps on the ragged edge of oblivion (of course, this is for monstrous non-CRDi V8 and V10 truck motors...)

Yes, there's a risk of increased wear, but with a well-programmed set-up, your injectors will last over a hundred thousand kilometers with no problem.

Besides, as owners of the 323, the Chevrolet Optra and countless others can confirm... stock vehicle fuel mapping is not always perfect.

The best answer if you're looking for more power? Don't just buy any chip. Buy one that's user-programmable, and have it tuned on the dyno, with an eye on the air-fuel ratio and emissions levels.

[dbuzz]

Tuning is always a game of balancing priorities.

Most manufacturers tune their engines very conservatively. They set their injectors for a certain duty cycle.

By tuning the injectors properly, you can actually use more flow without stressing them to the breaking point (having them at 100% duty cycle 100% of the time).

That's why "tuning chips" often claim "merely" 25-30 hp. They still leave a safety margin in order to preserve the life of the injectors. They're not like US diesel tunes, which can give nearly 100% more power... at the expense of billowing black smoke and injectors and pumps on the ragged edge of oblivion (of course, this is for monstrous non-CRDi V8 and V10 truck motors...)

Yes, there's a risk of increased wear, but with a well-programmed set-up, your injectors will last over a hundred thousand kilometers with no problem.

Besides, as owners of the 323, the Chevrolet Optra and countless others can confirm... stock vehicle fuel mapping is not always perfect.

The best answer if you're looking for more power? Don't just buy any chip. Buy one that's user-programmable, and have it tuned on the dyno, with an eye on the air-fuel ratio and emissions levels.

ito sabi dito kung papano ang steps sa dyno system engine tuning.

[SIZE=3]Dyno tuning is a systematic approach to engine tuning.[/SIZE]
Dyno tuning allows us to give your vehicle a tune-up of unparalleled quality, providing you with the smoothest, most economical performance possible from your vehicle
1.
The first step to Dyno Tuning is to determine from the customer if the vehicle has any particular problems or points of concern, ie: gas mileage, surging, lack of power, hard starting (hot or cold), pinging, missing, etc.
2.
After the customer interview, the engine compression is checked to determine if the engine is mechanically sound. At the same time, a visual inspection is done for obvious problems, such as broken vacuum lines, oil soaked, burned, or brittle plug wires, excessively dirty carburetor, etc.
3.
then the proper heat range of spark plug to be used in the particular application is to be determind. For example, a truck that is used primarily for hauling a trailer or camper would need a colder spark plug than an empty truck that is used primarily for commuting.
4.
The distributor is then removed and placed in a synchrograph, which is a machine for dynamically, and thoroughly, testing the distributor. After determining that the distributor is mechanically sound, the centrifugal advance rate to improve engine responsiveness and pulling power is to be modified, and the vacuum advance is to be set to provide the maximum gas mileage. The ignition components are inspected, and replaced if necessary.
Since the synchrograph tests the distributor under actual operating conditions, there is no doubt that it will function properly when installed in your vehicle. This process is called "recurving" the distributor.
5.
Next, the vehicle is to be placed on the dynamometer, with the driving wheels on the dyno rollers. The vehicle is tested with the engine running, in gear, and under various speeds and load conditions. While these tests are running, the engine performance is monitored by comparing the horse power transmitted to the drive wheels in relation to the amount of engine vacuum. Simultaneously, the Wide-Band Air/Fuel Monitor will be monitoring the carburetion to check each circuit of the carburetor. These circuits will then be changed to produce the maximum driveability and efficiency.
When its all done, (usually in six or seven hours), a detailed test sheet of the vehicles Dyno Tune-up specifications are then issued.

[dbuzz]

Latest on CRDI: its posible challengers HCCI and SCR

There have been considerable developments in fuel injection equipment. CRDI is fast becoming a standard feature in the Diesel engines of modern passenger vehicles due to the many advantages it offers such as better combustion, improved emission control and reduced fuel consumption.
By 2012, fuel injection technologies are expected to account for the bulk of Diesel engine technology revenues. CRDI and unit injector technologies along with multiple injection events and variable nozzle characteristics are expected to remain the focal points of interest in the European market.
Boosting technologies have undergone similar developments, with the simple turbocharger transforming into the modern variable geometry turbocharger and double stage charging. With the specific power output of Diesel engines increasing, turbochargers are now a critical part of virtually all Diesel engines manufactured today.

Although newer technologies such as homogeneous charge compression ignition (HCCI) and selective catalyst reduction (SCR) are getting a good amount of attention as the technologies that are likely to drive Diesel engines in the future, vehicle manufacturers are still uncertain about when they can actually enter serial production.

in HCCI the main barrier is to monitor making sure that each cylinder does the same thing and that each cycle of the same cylinder is consistent. This becomes the real challenge, yet HCCI offers the possibility of getting the engine's NOx level down to a point that potential NOx after-treatment systems could be vastly simplified