cosurgi
22.04.2021 1:41:33
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If you are at an office or shared network, you can ask the network administrator to run a scan across the network looking for misconfigured or infected devices. more
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“Many thanks for your fantastic service! Unit ordered Sunday, delivered Tuesday am!! Unit now fitted and, as promised, the car is transformed. Winding country lanes tackled quite happily in fifth gear. Cruising on much smaller throttle openings and immediate response on acceleration. The car behaves as a mini car should behave. I had some initial doubts about spending quite a large amount of money on this item but it is worth every penny and would not hesitate to advise anyone to do similar.” [links]
“I was a sceptic at first, then after reading the experiences others had been through I decided to give it a go. I bought a new 1.7 CRDI Sportage, not the 2ltr purely for better fuel figures. Whilst this engine pulls very well in standard form, and was returning 44-45mpg even during the first 500 miles I had to go down the CHIP Express route. Well, there is absolutely no point in forking out the extra 2 grand for the 2 litre model when you can get the 1.7 and spend much less to get 2 litre power figures. Excuse the cliché’s, but this car is transformed and by a big margin too. From what I can remember about my 2 litre test drive, my 1.7 now pulls better than the 2 litre version. The low-down grunt is remarkable and pulls like the proverbial train. Fitting took minutes and was effortless, the box was kept on factory settings, I feel there is no need to mess with it. Needless to say I am now a very happy boy and would without question take this route again. I would recommend this to any diesel Sportage owner. Many, many thanks for a remarkable product and a customer service that is rare in this country!”
“A friend recommended one of your "gadgets" a year ago and being not-very-techno (but Scottish and keen to save money!) I bought one. The gizmo has TRANSFORMED the performance of my Land Rover Freelander 2 TD4 AND improved the fuel economy by a genuine 15%; so much so that I have bought another one for our Freelander 2 SD4 which is now a REAL Q-car! (And of course saves fuel. ) I have never written a review before (though strangely I do read them and take notice of them, whilst half-believing that they are written by the owner's chums!) so to have made me pick up pen & paper so to speak - I MUST be delighted! Thanks for making technology so simple and so successful!” here
It takes minutes to order and minutes to fit, so why wait? Buy now with complete confidence!
Install a free-flowing, large diameter exhaust system. Allow exhaust to exit the vehicle with as few restrictions as possible, which will provide a platform for the turbocharger and motor to produce additional power without a significant increase in exhaust gas temperature. [links]
Provide additional airflow to the motor by installing an aftermarket, cool air intake in place of the stock air filter. High exhaust gas temperatures are caused by too much fuel and too little air within the diesel motor's cylinders. Facilitate the efficient consumption of fuel, and lowered exhaust temperatures, by allowing more clean air to flow into the motor and reset the appropriate air to fuel ratios.
Exhaust gas temperature, also referred to as EGT, measures the temperature of gasses leaving a diesel vehicle's exhaust manifold. Excessive exhaust temperatures are a primary culprit of diesel motor failure, as high temperatures can cause metal components to weld together or suffer catastrophic failure. A gauge known as a pyrometer is the best way to monitor exhaust gas temperatures, and allow drivers to understand the amount of heat being created within a diesel motor's cylinders. Installing aftermarket parts to help regulate exhaust gas temperatures will extend the life of the motor and assist with increased performance. here
Supply the diesel motor combustion chambers with an additional catalyst to consume fuel by installing a water and methanol injection kit. While the methanol helps to burn any excess fuel in the cylinders, the spray of water provided by a water/methanol injection kit will help cool down the hot air exiting the vehicle's turbo. Water/methanol kits are capable of supplying additional horsepower while also reducing exhaust gas temperatures by an estimated 200 degrees.
Competition EGT's: What the experts say
Exhaust gas temperature is a funny thing. We've seen engines hurt parts at 1,400 degrees, while others will live at 2,000 degrees. In common-rail engines especially, EGT will only tell you part of the story. Since it's very expensive to measure peak cylinder temperatures and pressures, we don't know exactly what's happening during the injection event. A lot of timing and injector pulse width could create a very hot condition for the piston, but since most of the energy will be used up, the EGT reading may not be that high-even though we may be doing possible engine damage. A stand-alone computer system in which all the injection parameters can be changed and modified would be a big help in making tremendous amounts of safe power with the newer, high-pressure injection common-rail engines.
Erick Brown - Brown's Diesel here
How hot is too hot?
We hear this question ALL THE TIME, and unfortunately, there's no easy answer. When diesel fuel is sprayed into the combustion chamber, it is ignited by intake air that has been compressed, causing it to heat, the air can reach more than 900 degrees F which is more than hot enough to start the fuel burning when it is atomized from the injector. When the diesel ignites, it can create a flame front of more than 4,000 degrees Fahrenheit! The superheated flame front heats the air around it and creates high cylinder pressures and temperatures (almost 3,000 psi and more than 2,000 degrees in some cases). This high pressure and temperature increase is what pushes the pistons down, creating torque and horsepower. One important thing to remember is that although this process occurs very quickly in a diesel engine, the slow-burning properties of diesel fuel keep the fuel burning for up to 40 degrees of the crankshaft's rotation, also known as crank angle.
This entry was posted on March 10, 2013 by Speed House .
How Hot Is Too Hot for EGT's?
Based on our own experience in the sled pulling and drag racing world, we can definitely say that any engine running at 1,800 to 2,000 degrees EGT for more than a second or two should be rebuilt every season and may incur turbocharger, cylinder head, or piston damage during the season. It is just too much to ask a diesel to run at those types of temperatures and expect it to live a long life. For towing, we'd say a sustained 1,200 to 1,300 degrees is a safe number, with occasional spikes of up to 1,500 degrees when climbing grades being an acceptable risk. The concept of EGT is analogous to putting something in the oven. You can put your hand in a hot oven for a second or two, and nothing will happen. Leave it in there, and you'll get burned. The same thing happens in a diesel engine. The longer the engine spends at a high EGT, the more likely it is to become damaged. more
Competition EGT: What the experts say
We have a lot of 2.8 and 3.0 Class sled pullers that can't use water injection and run in the 1,000hp range. With a good intercooler, we're still able to keep the EGT less than 1,600 degrees during the pull. There is really no reason to run any hotter than that-you'll just be harder on parts. With high-pressure water injection, we can put our EGT level wherever we want. We can take an 1,800hp Modified Class pulling engine that would see 3,000 degrees without water and reduce the EGT to 1,400 degrees.
Dan Scheid - Scheid Diesel here
I had to add a xii clutch, as the stock one would slip under acceleration.
Yes, the pump was de-tuned. It pushed way too much fuel for the non-marine application and the engine would overheat rapidly. The 6LP in boats is rated at 315 hp. As mentioned, it is cooled by enormous water intakes that cool the engine and also wrap around the intake and exhaust manifolds.
14mm doesn't sound a lot bigger than the 13mm plunger being used in upgraded pumps, but the increase is actually a pretty large change. You may find it untuneable
205 hp at the wheels at 2200 rpm.
Yes, the pump was de-tuned. It pushed way too much fuel for the non-marine application and the engine would overheat rapidly. The 6LP in boats is rated at 315 hp. As mentioned, it is cooled by enormous water intakes that cool the engine and also wrap around the intake and exhaust manifolds. [links]
Question is, is it tuneable for your application.
As tapage said, it's built for marine use, so you have 1/2 an ocean supplying cool water constantly.