[AT] EcoDiesel update

Wed Aug 31 13:47:13 PDT 2016

I drive (for the time being) a VW TDI and I'm pretty interested in the
technology.  The emission scandal has dampened my spirits, however.  I was
reading some TDI article online and in the comments section, somebody
summed it up really well.  Paraphrasing:  "these cars are basically a
science fair from the turbo back"

SO

On Wed, Aug 31, 2016 at 2:38 PM, Dennis Johnson <moscowengnr at outlook.com>
wrote:

>
> All,
>
> Steve, thanks for the Banks link. It had some good information.
>
> Ram uses the Euro ESP formula full synthetic oil (think it is formulated
> from natural gas or something similar). Mobil One ESP at $12.99 a liter, 11
> liters per oil change is what I used since I started changing its myself.
> It only has been available at local auto parts store this year. Before that
> dealer did all oil changes since that was the only place to get it readily.
> Still have to buy filter from dealer. I might be able to plan ahead and
> find on Internet, but I have not got there yet.
>
> Stock Ram did not have any temp readout, so until yesterday I did not have
> a clue about what the temperatures were running. I have heard somewhere
> that the EcoDiesels  run a bit hotter at the turbo that some other engines,
> and with just a few miles after the EDGE gauge system, I did not have a
> clue what any of the temperatures were running. With 320 F idle temp, not
> sure that I will be able to get under 300 F before shutdown. That is why I
> was wanting some idea of normal temperatures for this engine.
>
> I have 2 old pre/post lube systems I purchased for by Buick GN, and never
> got it installed before I parked/stored the GN waiting for time and funds
> to rebuild it. Might be the time to look at adding this, or something like
> it. I like the accumulator idea better, and have thought of that with a
> simple check valve and orifice as a simpler method to do post lube. With
> that you do not need to drill the oil pan and run extra lines and electric
> motors, and you get much of the benefit.
>
> After some sleep and fresh coffee, I got to thinking that excess oil may
> have been what cause the DPF to plug and not regen to open up. My oil level
> is very low and it probably went into the DPF.
> I believe that the new DPF, Cat's, DEF systems as well as the Ultra high
> injection pressures on the newer diesels still are in there infancy, and
> are having issues across the board. My brother is warranty administrator
> for a John Deere dealer group, and they have issues with these systems on
> tractors. Before retirement, these items were causing serious problems on
> the Peterbilt/Cat oilfield trucks in the oil patch for Schlumberger and
> others. My son drives for a crane company and these systems cause issues on
> the newer Mack trucks they have. Friends with recent 6.0 Fords have short
> life on injections systems. Neighbor is service writer for BMW dealership
> and told about similar emission parts failure issues on vehicles he sees
> (even when gas engines).
> Reminds me of the 1973 auto engines - probably one of the worse years for
> engines because new regulations came into place and the manufacturers had
> not yet fine tuned the solutions. Car's of that year had much higher issues
> than the 1972's because of technology in it's infancy.
> With most any new technology, the first users end up paying more for the
> learning curve with the new technology. The benefit is they get to have the
> benefits of this technology sooner. Age old question is when is the best
> time to jump on the new technology.
>
> Thanks
> Dennis
>
> Sent from my iPad
>
> > On Aug 31, 2016, at 12:15 PM, Stephen Offiler <soffiler at gmail.com>
> wrote:
> >
> > Banks knows a thing or two about turbos.  Check out Myth #7 at this link:
> >
> > http://bankspower.com/techarticles/show/30-Turbo-Diesel-Fact-&-Fiction
> >
> >
> > SO
> >
> >
> > On Wed, Aug 31, 2016 at 11:33 AM, charlie hill <
> charliehill at embarqmail.com>
> > wrote:
> >
> >>> From what I've read and from my limited experience with heavy trucks,
> >> turbo life is ended by bearing failure and bearing failure comes from
> not
> >> letting the turbo cool properly before shutdown.  All Turbo engines
> should
> >> be allowed to run idle for several minutes before shut down unless they
> >> have oilers on them that keep them lubed prior to engine start.  When
> you
> >> shut them down hot the heat from the turbo burns away the oil on the
> >> bearings
> >> and when you restart the bearings are dry.
> >>
> >> Charlie
> >>
> >> -----Original Message-----
> >> From: Dennis Johnson
> >> Sent: Wednesday, August 31, 2016 12:56 AM
> >> To: Antique tractor email discussion group
> >> Subject: Re: [AT] EcoDiesel update
> >>
> >> Cecil
> >>
> >> My Grand National has close to 170K and needs a third turbo. Think turbo
> >> life may inversely relate to engine size.
> >> It may also be effected by emissions junk on newer vehicles, that
> require
> >> more back pressure and higher temperatures to overcome DPF filters and
> >> Catalytic converters. Norms for engines before this junk do not fit well
> >> with engines that have this junk.
> >> Various forums discuss some EcoDiesel's having turbo issues between 100k
> >> and
> >> 150k.
> >>
> >> Dennis
> >>
> >> Sent from my iPhone
> >>
> >>> On Aug 30, 2016, at 10:33 PM, Cecil Bearden <crbearden at copper.net>
> >> wrote:
> >>>
> >>> I would think that 111K miles is rather early to be having trouble with
> >>> this.   I have turbos on Ford/navistar powerstrokes that have over 250K
> >>> on the original Turbo.
> >>>
> >>> Cecil in OKla
> >>>
> >>>
> >>>> On 8/30/2016 8:38 PM, Dennis Johnson wrote:
> >>>> My Ram EcoDiesel let me down a few weeks ago at about 111,000 miles,
> the
> >>>> evening before I had planned a trip.
> >>>> The "need to regen the DPF" light came on for a minute as I was
> parking.
> >>>> I stopped to unload something, and then restarted. When I restarted it
> >>>> immediately went to the "DPF full - go to dealer with $$$$$$" message,
> >>>> and was in the "Limp mode" of 35 MPH max, and not up shifting much.
> >>>> Got back from trip and I decided I needed to do something different,
> so
> >> I
> >>>> sent my ECM of to PPEI to repair/update it, and then had the entire
> >>>> exhaust system "rebuilt". Got things back, and finished installing
> stuff
> >>>> yesterday and today. First test drive seems to have improved mileage a
> >>>> little bit. Will know more after a little time and a few more miles.
> >>>> Also installed an "EDGE" brand engine monitor that gives several
> things
> >>>> from the OBDII port. It is an impressive digital gauge set. It might
> >> also
> >>>> be able love to read or clear codes, but I need to read more of the
> >>>> manual to figure it out.
> >>>> This system came with a separate thermocouple for EGT, but I have not
> >>>> installed it yet. After seeing there is factory data, not sure that I
> >>>> need to drill another hole to get a second data point.
> >>>>
> >>>> Exhaust gas temp 1  (assume turbo inlet) - running 750/770 at 70 MPH,
> >>>> over 1020 F at full throttle and 25 PSI boost for a little bit. Runs
> >>>> 300/325 it idle.
> >>>> Exhaust gas temp 2 (assume turbo outlet or DPF inlet)  - running
> 200/203
> >>>> at 70 MPH
> >>>> Trans Temp
> >>>> Speed
> >>>> Gear engaged - really nice to see - this is something that was lacking
> >>>> with stock gauges.
> >>>> Coolant Temp
> >>>> Oil Temp
> >>>> Boost, - running 11-14 at 70 MPH flat ground, up to 25 at full
> throttle
> >>>> Soot % ???
> >>>>
> >>>> Does anyone have any good ranges for these parameters, especially the
> >> EGT
> >>>> 1 and EGT 2
> >>>>
> >>>> Let me know??
> >>>>
> >>>> Now, next thing is that 111K may be close to the limit on the original
> >>>> turbo. Looks like it is leaking oil into the intake, so that may be
> the
> >>>> next project.
> >>>>
> >>>> Thanks,
> >>>> Dennis
> >>>>
> >>>>
> >>>> Sent from my iPad
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