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-   -   New engine build Scania DC1601 for our semi truckpuller. (http://www.competitiondiesel.com/forums/showthread.php?t=141728)

tall boy 09-18-2012 02:41 PM

New engine build Scania DC1601 for our semi truckpuller.
 
We just finished the championship becoming second place this year with our semi truck.
After the championship the race is on for next year to come up with a stronger more power full engine.
We are one of the 4 teams that run an electronic controlled engine in our class doing an the R&D our self as some teams have factory support like Iveco has.

Some of the specifications.

Engine: DC1601 V8 15,6liter 32Valve
ECU system: Adaptronic 1280DI
Max RPM: 2900
Estimated Hp: 2000+
Diesel Injection system: BOSCH pump injectors camshaft activated.
Injectors upgrade
Camshaft standard ones
Turbochargers: 2x HX60 Holset.
Charge air cooling system: Intercoolers placed in water tank.
Gearbox: ZF
Rear axel: DAF
Max weight including drivers: 9500Kg

Website: De Manne van Janne

Some pictures.
http://www.eenvoudigg.com/truckpulfo...t/_D2C7298.JPG
http://www.mijnalbum.nl/GroteFoto-3YTCIUNQ.jpg

Just to have an idea what it all about.

Truckpulling de Manne van Janne2 Scania V8 Almkerk 2011 pull3 - YouTube

Manne van Janne 2 finale Etten-leur 2011.wmv - YouTube

Trucktrek - Manne Van Janne 2 - YouTube

Truckpulling de Manne van Janne2 Scania V8 Montfoort 2012 pull3 - YouTube

At the begin of the year we had it all going in a good direction with the new hi pressure injectors and new exhaust manifold to give more flow making more Hp
Pretty soon we discover that the turbochargers where not up to the job blowing them up and we faced a whole lot of other things having an engine that did have big changes in performance even after we jump back to old specifications of last year but we manage to solve this but as a result we could not experiment as we needed all the championship point.

http://www.eenvoudigg.com/truckpulfo...t/IMG_6706.JPG
http://www.mijnalbum.nl/Foto-QBULAGUQ.jpg

What next is that we will start again @ the point where we have stopped before. Currently we are working on the turbo specification and exhaust manifolds and having the cylinders heads put together.

http://www.mijnalbum.nl/Foto-ZK3RYDUZ.jpg
http://www.mijnalbum.nl/Foto-TCRW6CYL.jpg
http://www.mijnalbum.nl/Foto-ZR4CIJY8.jpg
http://www.mijnalbum.nl/Foto-D6VRKJLV.jpg
http://www.mijnalbum.nl/Foto-E3DX7UGN.jpg

We also like to play a bit. In this case pulling the sled of the track.:lolly:

Manne van Janne 2 Semi truckpuller ALS kicking in at the start. Run 1 in Berts 2012 - YouTube

Joesixpack 09-18-2012 02:44 PM

Awesome!!!

1-5-3-6-2-4 09-18-2012 02:52 PM

Awesome is right!

What transmission are you using?

Sent from my HTC Desire HD A9191 using Tapatalk 2

SPEAKSUP 09-18-2012 02:56 PM

Big truck fun wanna do it so bad

tall boy 09-18-2012 02:56 PM

Quote:

Originally Posted by 1-5-3-6-2-4 (Post 1888752)
Awesome is right!

What transmission are you using?

Sent from my HTC Desire HD A9191 using Tapatalk 2

Gearbox: ZF 16 speed
Rear axel: DAF 59.000Nm factory specification

Joesixpack 09-18-2012 03:56 PM

I'm interested in your experience with the adaptronic ecu. I'm running a Nira ecu myself going on three years now.

It's a tough road competing against teams with factory support!

Any common rail Iveco's? They have an injector I wouldn't mind stuffing into my cummins head.

Smoken Gun 09-19-2012 01:14 AM

Damn that's cool!

tall boy 09-19-2012 05:20 AM

Quote:

Originally Posted by Joesixpack (Post 1888812)
I'm interested in your experience with the adaptronic ecu. I'm running a Nira ecu myself going on three years now.

It's a tough road competing against teams with factory support!

Any common rail Iveco's? They have an injector I wouldn't mind stuffing into my cummins head.

Well Joesixpack nira plays a part in the development of the Adaptronic DI ECU. DI stands for direct injection.

I think this all need to be explained to understand the origin and need of this ECU system.

I run an engineering company run all sorts of projects for internal combustion engines on a commercial base so tuning is only a small (fun) bit of this.
We had the request in from a customer to build an engine control system that could run all diesel engines.
Knowing almost every fuel system used on commercial diesel engines I start investigating what is needed to get this done and set specifications.
Reprogramming all of the OEM ECU system would take to long or be too expensive so the best option was one box must do it all.
Also the system must be able to withstand a short circuit on the injector control part.

The fist thing I did is start investigating what on the marked and soon I found out that the ECU was too expensive or not having the I/O (inputs/outputs) to run the engines or to limited on options.
I also find out it’s difficult to get information from ECU builders for non commercial use or they have no idea how to run the fuel systems so that was a no go for me.
On the commercial side it’s a lot better as you can bay development ECU systems but they come with a big price tag for software and licenses. Example of this is MOTORTRON used on some Cummins QSB or ISB where you can build the control strategy from the ground up with a combination from madlab and motor hawk.
Problems with these ECU is the I/O needed to run some of the engines.

Begin of year 2009 I did some background support on a nira commonrail project for tractor pulling. At first it seems a lack on support from nira was holding up this project but later on doing some reversed engineering it came out that this ECU was having a load of problems and being unpredictable and to limited on options to get the result needed for this application.
From that point onward having to face limitations on both hardware and software I decided to build my own DI ECU system.
At the same time the 1280ECU from Adaptronic was in a test phase still needed a lot of work so it took me a year to get the software and new hardware going.
The 1280ECU is an open structure ECU, same as a development ECU so your able to write your own control strategy not having limitations other than I/O.
The ECU can run up to 20 cylinders and we everything from Bosch to the Delphi F2 systems and even Cummins HPI.
Also a big plus is that the ECU uses multiple processor and a FPGA as main processor that makes this box the fastest aftermarket ECU as far as I know.
The last part are the injector drivers that can be set-up in many ways to optimize coil performance if needed.
This all was the base for the diesel test system we build today for commercial use and R&D.

Picture of the advanced mode of the ECU.
http://www.mijnalbum.nl/GroteFoto-V8OMKUSL.jpg

Motor sports:
I never intended to use this system for motorsport until team de Manne van Janne ask me if I could build an ECU system for there truck puller as they where fighting the OEM ECU for almost 2 years not getting the RPM and performance needed promised by so many chip tuners. Seems like fun and a challenge to take on this project not only building the ECU system for this truck but also do the development on the engine and injectors and so on trying to gain progress by data logging over 60 channels of ECU data.

Example of the data using winlogview as the ECU produces CSV files.

This truck puller also gave me the chance to try ALS (anti lag control) used on rally cars to spoolup the turbochargers.
Problems with these modern engines is they run very efficient and hitting the 2900Rpm mark will only give 40Kpa boost with no engine load so you need the clutch a lot more to get the boost needed.
As I have all the freedom to do what I want on engine controls is that I set half the cylinders on retard timing near to max RPM allowed to burn of fuel when the exhaust valve is open building up controlled boost up to 100Kpa of 15PSI, more will be possible but I don’t think the gearbox will hold the amount of torque if you drop the clutch to fast.

@ Joesixpack I think your referring to a license build Cummins QSB or ISB Iveco engine?
Yes I know some people from Iveco development department. Drop me a PM or e-mail if you like.

AsTroSS 09-19-2012 08:54 AM

Nice!!:woohoo:

Do you use truck pistons or marine pistons?

Any ide of power level?

Those engines are well known for me , as keeping alive Scania marine enegines are part of my daily job

tall boy 09-19-2012 11:43 PM

Quote:

Originally Posted by AsTroSS (Post 1889370)
Nice!!:woohoo:

Do you use truck pistons or marine pistons?

Any ide of power level?

Those engines are well known for me , as keeping alive Scania marine enegines are part of my daily job

It’s a DC1601 that’s a truck engine.

We use the OEM steel piston and alloy skirt and done some modifications on them.

We did not dyno the engine but estimated is 2000+ hp if we calculate hp on fuel we between 2400 and 2600Hp based on test we done with the injectors.

Joesixpack 09-20-2012 12:00 AM

Quote:

Originally Posted by tall boy (Post 1889292)
Well Joesixpack nira plays a part in the development of the Adaptronic DI ECU. DI stands for direct injection.

I think this all need to be explained to understand the origin and need of this ECU system.

I run an engineering company run all sorts of projects for internal combustion engines on a commercial base so tuning is only a small (fun) bit of this.
We had the request in from a customer to build an engine control system that could run all diesel engines.
Knowing almost every fuel system used on commercial diesel engines I start investigating what is needed to get this done and set specifications.
Reprogramming all of the OEM ECU system would take to long or be too expensive so the best option was one box must do it all.
Also the system must be able to withstand a short circuit on the injector control part.

The fist thing I did is start investigating what on the marked and soon I found out that the ECU was too expensive or not having the I/O (inputs/outputs) to run the engines or to limited on options.
I also find out it’s difficult to get information from ECU builders for non commercial use or they have no idea how to run the fuel systems so that was a no go for me.
On the commercial side it’s a lot better as you can bay development ECU systems but they come with a big price tag for software and licenses. Example of this is MOTORTRON used on some Cummins QSB or ISB where you can build the control strategy from the ground up with a combination from madlab and motor hawk.
Problems with these ECU is the I/O needed to run some of the engines.

Begin of year 2009 I did some background support on a nira commonrail project for tractor pulling. At first it seems a lack on support from nira was holding up this project but later on doing some reversed engineering it came out that this ECU was having a load of problems and being unpredictable and to limited on options to get the result needed for this application.
From that point onward having to face limitations on both hardware and software I decided to build my own DI ECU system.
At the same time the 1280ECU from Adaptronic was in a test phase still needed a lot of work so it took me a year to get the software and new hardware going.
The 1280ECU is an open structure ECU, same as a development ECU so your able to write your own control strategy not having limitations other than I/O.
The ECU can run up to 20 cylinders and we everything from Bosch to the Delphi F2 systems and even Cummins HPI.
Also a big plus is that the ECU uses multiple processor and a FPGA as main processor that makes this box the fastest aftermarket ECU as far as I know.
The last part are the injector drivers that can be set-up in many ways to optimize coil performance if needed.
This all was the base for the diesel test system we build today for commercial use and R&D.

Picture of the advanced mode of the ECU.
http://www.mijnalbum.nl/GroteFoto-V8OMKUSL.jpg

Motor sports:
I never intended to use this system for motorsport until team de Manne van Janne ask me if I could build an ECU system for there truck puller as they where fighting the OEM ECU for almost 2 years not getting the RPM and performance needed promised by so many chip tuners. Seems like fun and a challenge to take on this project not only building the ECU system for this truck but also do the development on the engine and injectors and so on trying to gain progress by data logging over 60 channels of ECU data.

Example of the data using winlogview as the ECU produces CSV files.
Adaptronic ECU data logging semi truckpuller Manne van Janne 2 on display. - YouTube

This truck puller also gave me the chance to try ALS (anti lag control) used on rally cars to spoolup the turbochargers.
Problems with these modern engines is they run very efficient and hitting the 2900Rpm mark will only give 40Kpa boost with no engine load so you need the clutch a lot more to get the boost needed.
As I have all the freedom to do what I want on engine controls is that I set half the cylinders on retard timing near to max RPM allowed to burn of fuel when the exhaust valve is open building up controlled boost up to 100Kpa of 15PSI, more will be possible but I don’t think the gearbox will hold the amount of torque if you drop the clutch to fast.

@ Joesixpack I think your referring to a license build Cummins QSB or ISB Iveco engine?
Yes I know some people from Iveco development department. Drop me a PM or e-mail if you like.


It is very interesting indeed that the adaptronic ecu is open architecture.

I hear you on Nira's support being on the thin side. However I had no trouble what so ever adapting it to my engine and creating the calibration from scratch.
Mind you I also have an electronic background and a solid foundation in diesel engines.

In fact in their documentation now you will find my ossiliscope screen shots outlining crank and cam sensor setup.


On the anti-lag.....Anti-lag...staging spool injection strategy. - Competition Diesel.Com - Bringing The BEST Together

Is a thread where I discussed similar, only my strategy was to retard timing some of course, but add another injection event very late.

I was able to produce 50lbs of boost on a free rev and no additional loading. (Compound turbo arrangement)

Keep us updated on the progress of the project, we live for this stuff on here!

When I can get a free min and work allows I'm going to take you up on that email offer.

tall boy 09-20-2012 03:11 AM

For me using an ECU with a defined control structure is like sitting in prison looking at the walls of limitation so yes I’m spoiled.

For example I read in one of your topics how you went along controlling two CP pumps in a sort of way and yes it works on a relative free revving engine setting RPM over to PWM on one of them controlling the other with the PID controller.
With the nira we came along the same problem only on an engine that dos 1000hp @ 2600Rpm making the fuel pressure skyrocketing when hitting max rpm and at that time the nira was totally depending on a injector flow map going bizarre on injector opening time staling the engine or blowing up turbochargers. Maybe times have changed on hat part but at the time we could not get it to work as the pid controller could not follow the action on rpm governing.

We have done a V10 MAN commonrail for a customer that runs a duel controlled fuel pump and I made a cascade control strategy for it that’s also redundant as this engine normally runs on two ECU systems so everything on sensors and activates runs like twins. These are really fun jobs to do.

For commonrail we use map prediction on fuel control so the rate of torque in/decrease is sort of pre mapped in the system to a point that you could take out sensors and still have decent engine operation. For truck or tractor pulling we use this to get spot on fuel pressure control to some extent as most of the CP series are dead slow on the activators. The biggest pump we run so far dos 250cc a second @ 1800Bar and the control on this pump is spot on and a lot better than the small CP pumps.

What you have done with placing post injections works on commonrail but we run PDE or electronic activated pump injectors that depend on camshaft lift to move the pump plunger so you do not have a whole load of fuel pumped to dump in the exhaust placing a post injection.
Second thing is that you run on diesel vapor hardly injection any fuel at hi rpm with no load so no heat to set your post injection on fire so we had to come up with something to keep max RPM as over speeding to 2901RPM means decalcification so what we do is acelerate the engine like crazy from 2800 to 2900 RPM regardless of engine load. It sounds a bit like an RPM limiter on a petrol car only a lost smarter as the ECU calculate the rate of acceleration on an engine that able to spin up 200RPM in one crank rotation.

Good example on how it works also during the run making a run of 30.17Kmh average speed

We also have an oscilloscope in the ECU to monitor things and calculations.
http://www.mijnalbum.nl/GroteFoto-D7R4ERCS.jpg

Joesixpack 09-20-2012 10:32 AM

"For me using an ECU with a defined control structure is like sitting in prison looking at the walls of limitation so yes I’m spoiled."

So using a "boxed tuner" on a factory ecu would be equivalent to being strapped down in a straight jacket.....:hehe:


I absolutely agree on the fuel control strategy, this "predictive map" was a heated topic in another post that I tried to get across to another tuner on this forum, in the end I think he was on the same page. I'm not going to link it as we both ended up acting like children!!!!

It would be impossible to control the fuel rate on only a PID in a very quick way and your right, the closer this predictive map is, the easier it is to achieve this very fast response.

Nira uses this strategy, as well as what I have seen with the Bosch ecu's and the map's of the factory Cummins ecm in our 5.9l application.


However I can see the difficulty in very quick response to a set governed RPM limitation at full load, not so much full load but very large changes in load.

Now watching your video's it makes more sense, what almost seems like a dead miss is pulling the fuel very quickly. We do not have an RPM limitation we only limit to what we feel our hard parts can handle but we want to clip very fast in case of a drive line failure. I see the advantage in staying as close to this governed speed as possible.

This pump at 250cc/second is a very good rate! With some quick math effectively moving close to both my pumps combined.

tall boy 09-20-2012 01:03 PM

:aiwebs_027:
Quote:

Originally Posted by Joesixpack (Post 1890434)
"

So using a "boxed tuner" on a factory ecu would be equivalent to being strapped down in a straight jacket.....:hehe:

This pump at 250cc/second is a very good rate! With some quick math effectively moving close to both my pumps combined.

Well no not really but it can be frustrating to use a ECU that’s has some limitations not able to fix it so you have to settle for a compromise on it. That’s all.
Also having a look inside the control strategy can save you a lot of trail and error sometimes but after so many years playing with OEM ECU systems you know what is playing up most of the time.

Here is an other example where the ECU has a load to do the keep the engine from staling and over speeding and at the same time controlling the boost level.
http://www.mijnalbum.nl/GroteFoto-MYRWKS8J.jpg

The run from the data log. This is what you get if your last in the super final digging up the holes from the other contenders that did not make the FP. Better not try this with a pickup truck I think?

@ Joesixpack your still in need of these Iveco injectors?

The 250cc a minute hi pressure fuelpump can take up to 108Hp shaft power and it’s from a 3700Hp rated V20 machine so I have the funny feeling there is a lot more fuel there to pump. Putting this on a Cummins ISB engine and you will not be able to crank it. We used this on a 92 series V12 Detroit 2 stroke engine that we converted into commonrail and it pulled a 25Kw starter down when making 1000Bar to test the commonrail system.:badidea:

captain_stabbin 09-20-2012 01:49 PM

i have no idea what any of that means, but seems very cool. think i'll just stick to 6bt's an donkey kong!

12vriviera 09-20-2012 01:55 PM

sweet video! trying to hit the camper there?

Joesixpack 09-21-2012 12:54 AM

Quote:

Originally Posted by tall boy (Post 1890562)
:aiwebs_027:


@ Joesixpack your still in need of these Iveco injectors?

The 250cc a minute hi pressure fuelpump can take up to 108Hp shaft power and it’s from a 3700Hp rated V20 machine so I have the funny feeling there is a lot more fuel there to pump. Putting this on a Cummins ISB engine and you will not be able to crank it. We used this on a 92 series V12 Detroit 2 stroke engine that we converted into commonrail and it pulled a 25Kw starter down when making 1000Bar to test the commonrail system.:badidea:


YES! When I said "quick math" that was my disclaimer that my math may be wrong....:hehe:

Another attempt at it yielded my 2 pumps combined are about 140-160cc/second....much less!!!

Work is killing all my time and when I get a little free time I'll fire off an email and discuss a project.

tall boy 09-26-2012 11:53 AM

Same with me doing the normal stuff during the day and working out specifications in the small free evening time that’s left.

Today we had a meeting with a new sponsor and we now have aces to 2.4 Megawatt or 3264Hp engine dyno so we can test all we want.
Also the new engine build is now in full progress as we just finished the cylinder heads.
Next up is building an engine test bed that has the same dimensions as the front part of the truck. The idea behind is that we can build all things like manifolds and coolers an so on without the use of the truck it self and still be able to fit the whole new powerplant in the truck after testing. Having this will also make it possible keep developing as we now have two race engines or one spare you could say.

I’m still working on specifications for the new turbochargers and it seems I now have all the contacts needed from manufacturing the get the parts I want hoping to make a pressure ratio of 7 on the compressor side if we can get a decent efficiency out of it as flow is just as important as boost and exhaust pressure.
We also have to modify the whole exhaust system as the new turbochargers do not fit in the cramped space they are in now so we have to move them to the back of the engine.

@ Joesixpack I wonder how did you make the modifications to the ECU system to get your engine working for you?
We can take data from any run and set it out in the ECU simulator comparing data making an engine simulation run with the new parameters knowing the outcome in ECU response to changes we made.

Some runs of last weekend.


Flying run just for the show.:rockwoot:

Joesixpack 09-29-2012 10:00 AM

When I installed the standalone ecu to my pickup, I had a running and functioning stock ecu (box tuned) engine. The running engine was my "simulator" for say.

So from that point I began to "piggy back" the new ECM begining from crank and cam signal.

Once it was obvious that was correct, connected a single injector, and setup correct driver voltage and current while exactly comparing to the stock ecu.

At the same time I could log injection timing and populate the timing table making a direct copy of the "box tune".

Pressure control.....I let the new ecu see pressure and control a volume control valve that was not on the actual pump and again monitored output between new and old system and this let me get....."close enough for startup"

Injector conversion table!!! I have flow data for my injectors and populated the table from extrapolating the data. Ideally the more accurate this is the easier the rest of the tune becomes.

Then it was as simple as connect the injectors and turn the key and it was running.....kind of non-dramatic.....LOL Then could work on the fine tune.


THIS was cheating really....I can see where adapting common rail to a older engine platform say this Detroit and starting right from scratch would be much more difficult!!!

I don't want to crap up your thread here but here's a quick video that I took not to long ago working on a new transmission. I should note the rail pressure is not accurate, it is closer to 30k as I run a pressure sensor the guage is not calibrated to.


Smoken Gun 09-29-2012 07:29 PM

I just wanted to say this thread is amazing and a hell of a read:clap:. Thanks "tall boy" and JSP!

Quote:

Originally Posted by Joesixpack (Post 1897909)
THIS was cheating really....I can see where adapting common rail to a older engine platform say this Detroit and starting right from scratch would be much more difficult!!!

Are you planning to do just that to a Detroit Diesel you have?

Quote:

Originally Posted by Joesixpack (Post 1897909)
I don't want to crap up your thread here but here's a quick video that I took not to long ago working on a new transmission. I should note the rail pressure is not accurate, it is closer to 30k as I run a pressure sensor the guage is not calibrated to.

Nira ECM 5.9 Cummins with a Commercial Powertrains full race transmission. - YouTube

I always wondered about that since I saw that vid (I subscribed to your YouTube channel).

No derail intended, but are you going to eventually start a thread regarding the Iveco injectors you want to use in your Cummins? I've never heard of such a thing and my curiosity is peaked. Just curious:Cheer:.

tall boy 09-30-2012 04:32 AM

@ Joesixpack I don’t it cheating, it’s being clever about it. All I do is to find TDC and if the trigger ring or tone gear is outside the engine like the Cummins QSK or ISB I count the teeth to the missing tooth from the crank sensor.
On engines where we don’t have any reference on timing I take cylinder one and change injection timing until we get some music from the engine.

And then we have engines with no cam sensor like the new XPI Scania engines. For this I programmed some code so the ECU can detect acceleration real fast as the ECU inject in two stroke mode @ start-up when the engine fires up it goes into 4 stroke mode having the cam in sync.
Also note the left gauge in the screen, that’s the fuel pressure gauge and red needle is real pressure and the green one is target pressure. When you accelerate the engine the red needle jumps up before the green one. This is an example of predictive mapping and how it works.
Also deceleration it takes some time before the rail pressure comes down as these engines have no bleed valve on the commonrail so this is normal.
I no longer use a injector flow map as it was close to impossible to have one made for every engine en still get poor results from it so I made injector response map that’s looks up fuel pressure and RPM as well as injector time ideal and dead time and now I got something that’s working for a whole range of injectors and yes you still need a injector flow map if you want to know the offset to the original injector used so you could ad % more fuelflow.



@ Smoken Gun we did do a conversion of a V12 Detroit to commonrail. They now building a new engine as they had a coolant leak to 3 combustion chambers bending the crank and a conrod ending up in massive engine damage.
My experience is that’s it’s easier to get a commonrail running if you got the fuel pressure regulator set-up working for you. Engines with pump injectors are a lot harder to do as these injectors are really progressive on fuel flow so adding some fuel on idle make them jump up a lot in RPM as with a commonrail injector adding 50% more fuel on idle hardly makes a difference during an individual injector trim test.
Also on motorsport applications we change the injector control over RPM and engine load getting a load more fuel out of these injectors.

http://www.mijnalbum.nl/Foto-XPZO6NL7.jpg



As for the Iveco injectors. The Iveco engine is a licence build Cummins engine and same goes for Paccar and some other brands but as far as I know the power rating on them is about the same.:umno:???

Bryce418 09-30-2012 05:25 AM

Damn that's a smooth sounding v92.
I have always loved the sound of those engines and commonrail makes it sound even better!

AsTroSS 09-30-2012 05:49 AM

Looks like this Detroit uses the same Bosch injectors as MTU 2000 series :poke:

tall boy 10-02-2012 01:06 PM

@ AsTroSS Yep these are MTU 2000 series injectors, well what’s left of it as we change them to get the fuel flow we wanted. Want to try these on a pro stock engine one day, as we know they did there job well up to 5800 injections a minute.

Last weekend we took a Scania 164 cassis a part and cut the front parts off so we can use it as a test bed for the dyno and at the same time have an exact copy of the truckpuller cassis so we can build things like exhaust manifolds and other auxiliary parts on the testbed and test them and later on build them on the truck. The deadline was set original to end of this year to compete the new engine and testbed but if we continuo like this we can fire up the in the next two weeks and have the engine running on the dyno with the old turbo and intercooler set-up to generate data begin December I hope.
What comes next is a new turbo and maybe intercooler set-up or even 44% bigger injectors. :woohoo:

Yesterday we had a government inspection on development projects with subsidies and we passed with no problem. Subsidies where given on engine development for testing new materials and educating for people on the work floor. :banned:

AsTroSS 10-02-2012 02:42 PM

I do not knew what part number your injectrors are, but just for infromation the early units are total failure and now all our engines are upgraded to latest designe. Something internally will fail and rail will loose the pressure.....

SmokinCAT 10-03-2012 01:54 AM

How is the standalone ECM coming along for the 3406E/C15 cat?

tall boy 10-03-2012 02:06 PM

Quote:

Originally Posted by SmokinCAT (Post 1900816)
How is the standalone ECM coming along for the 3406E/C15 cat?

Last week I did all the calibration on the sensors for CAT C15 ECU system and finished the installation documentation and the hardware is now on it’s way to the US for installation.

Yesterday they cranked the new engine for the first time on the starter motor. Some of our team members working overtime on this thing. :what:

tall boy 10-05-2012 07:40 AM

A small preview on a project that I have been working on this week. It’s a Mercedes G class with a 3 liter commonrail OM316 engine.
We still need to fix some air leaks on the fuel system and program the ECU to control the automatic gearbox as well and than it will be ready for the dyno.



tall boy 10-11-2012 09:53 AM

The new build engine has made it’s madden run. It took some effort to bleed the air out of the fuel system as we normally run a hi volume 12Bar or 174PSI fuel lift pump so I came to live more or less as a WO2 airplane engine.

I must say it was a real relief to see the engine running 2000Rpm with no problem as we had to do some unplanned modifications to get valve piston clearance as the camshaft was not made according to pacification so we now got more aggressive inlet valve lift on the engine.
For now it’s hard to say how the engine will run as there is still a load of air in the injectors that can only go out true the nozzle as these injectors have no fuel return or bleed valve.

Next step is getting the speed sensor in from BorgWarner and install this in the Holset HX60 to get data and map this out in the compressor flowmap so we know where we are and what we are going to need for turbochargers.
I want to start testing with the turbo set-up we used last year as this will be the fasted to fit to the test set-up and runs without any air/oil pluming problems.
Parallel to this we going to build the new exhaust manifolds with a compensation tube between the to manifolds and install a wastegate valve in the middle of the tube.


therabbittree 10-17-2012 07:12 AM

Awesome Work!, Subscribed!

tall boy 10-17-2012 10:11 AM

Small example of a DACH4PRO with a commonrail diesel configuration. This little multi functional display can be mounted to a motorsport steering wheel as well.

The configuration of these displays can be configured with software and with the correct interface it can read serial data or data from the canbus.

The LED on de left and right side of the display can be configured and independent of eats other as well from any thing from boost level to RPM shift light or gear indicator.
The display also hold a function of MIN/MAX so with one puss of a button you will know a lot of data you otherwise have to retrieve from a data log. Have FUN.


tall boy 10-19-2012 06:53 AM

Last week we start getting a lot of parts from the truck so we can build these on to the new engine and make it possible to run and collect all the data.

Martein made this test set-up by getting all the engine control parts located in different parts of the truck on a pole.
From bottom upwards are the power distribution and main relay and o2 sensors control. Above that is the 24V to 12V converter as most European trucks run a 24V system and the engine controller (the black box with the bleu plug) and o2 sensors run on 12V.
On top of the pole is an alloy plate with two lamps and an ignition key. One lamp is to indicate that the electric fuelpump is on and the other lamp is status indication for the remote system we installed to run the fuelpump. For safely we also made an option to stop the engine by the same remote so as long as you have the remote with you, you will be able to shut the whole system down in an emergency.

http://www.mijnalbum.nl/GroteFoto-O4BBXIIQ.jpg

Demo movie of what truck pulling in Holland looks like.


Martien almost get the whole truck airborne on the end of this run.

tall boy 10-24-2012 03:14 AM

Yesterday we had a bit more fun getting the engine up to max RPM te first time and pre commissioning the race UEU system. This thing sounds more like a V8 hotrod engine.:ft:

Scania V8 race engine pre commissioning race engine management system part 1. - YouTube

Scania V8 race engine pre commissioning race engine management system part 2. - YouTube

tall boy 10-24-2012 05:26 AM

I dont know if there are some Jeep Wrangler 2.8 GRD fans over here? This is a Le Dakar Special Rally raid Jeep we done last year installing an aftermarket diesel ECU system.


This is what the car looked like before with almost 3 ton on weight so they has to drop some by replacing boddyparts like hood doors and rear panels

http://www.adaptronic.nl/images/stor...-1057-1155.jpg

This is what the car looks like now. This Rally car is actually for rent for the next Le Dakar rally as this team rented a race truck for the Le Dakar.

We can also build some more of these body parts in case some people want them.

http://www.mijnalbum.nl/Foto-GXVHEEAS.jpg
http://www.mijnalbum.nl/Foto-PZAN7PRM.jpg
http://www.mijnalbum.nl/Foto-NK3DSI4U.jpg

tall boy 11-17-2012 09:24 AM

Small update. We have radio silence on this project but I think the pictures will explain some.

http://www.mijnalbum.nl/Foto-LZLXN6NR.jpg
http://www.mijnalbum.nl/Foto-TS7AHGAC.jpg

Cummins2000 11-21-2012 12:15 AM

^ Wow that's a u joint

1-5-3-6-2-4 11-23-2012 03:43 PM

We use those too over here.


http://i144.photobucket.com/albums/r...91216-0935.jpg

chance cobb 11-23-2012 07:16 PM

Quote:

Originally Posted by 1-5-3-6-2-4 (Post 1943582)

looks like its on a fuild pump to me lol

1-5-3-6-2-4 11-26-2012 01:57 PM

Well ya, its much larger than anything in a highway truck. Doesn't mean you can't put it in a highway truck.

rebel127 12-02-2012 10:45 AM

Great read !!!!!!!!!!


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