steve m
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| posted on 15/2/12 at 04:25 PM |
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Not that i know a diddly squat about diesels, but my DPF problems only started when i blanked the EGR off, as discussed in an earlier thread
Steve
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britishtrident
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| posted on 15/2/12 at 04:26 PM |
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Never mind the digging it is time for a reading from the good book and erect a headstone.
[I] “ What use our work, Bennet, if we cannot care for those we love? .”
― From BBC TV/Amazon's Ripper Street.
[/I]
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britishtrident
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| posted on 15/2/12 at 04:44 PM |
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quote:
Originally posted by steve m
Not that i know a diddly squat about diesels, but my DPF problems only started when i blanked the EGR off, as discussed in an earlier thread
Steve
DPFs are the work of the devil technology that isn't up to the job a ticking time bomb.
[I] “ What use our work, Bennet, if we cannot care for those we love? .”
― From BBC TV/Amazon's Ripper Street.
[/I]
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Proby
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| posted on 15/2/12 at 07:11 PM |
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I looked into binning the DPF on my VAG 170Tdi lump a few years back. Lots of people doing it with no problems, as long as you map out the sensors to
stop error codes appearing. Running 230bhp without the DPF and a map too!
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britishtrident
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| posted on 15/2/12 at 08:02 PM |
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quote:
Originally posted by Alan M
To quote from another website (Not Wiki):
"Traditional (indirect) fuel injection systems pre-mix the gasoline and air in a chamber just outside the cylinder called the intake manifold.
In a direct-injection system, the air and gasoline are not pre-mixed; air comes in via the intake manifold, while the gasoline is injected directly
into the cylinder"
Source: http://cars.about.com/od/thingsyouneedtoknow/a/directinjection.htm
A diesel a running on "gasolene" they can run on coal dust (strange but true but petrol no !
A diesel injecting into the inlet manifold. !
Please check your sources before repost absolute guff from the inter net.
Hint web search on " Ricardo Comet Diesel pre-combustion chamber."
[Edited on 15/2/12 by britishtrident]
[I] “ What use our work, Bennet, if we cannot care for those we love? .”
― From BBC TV/Amazon's Ripper Street.
[/I]
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MikeRJ
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| posted on 15/2/12 at 09:02 PM |
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quote:
Originally posted by Alan M
To quote from Autodiagnostics and publishing.com:
"The job of the EGR valve is precisely that, to reduce the combustion chamber temperature. By reintroducing a measured amount of exhaust gas
into the intake manifold and back to the combustion chamber, the actual combustion is cooled down.
The actual purpose of EGR is to reduce NOx emissions, and it does this by reducing peak combustion temperatures.
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coozer
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| posted on 16/2/12 at 02:49 AM |
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Can anyone recommend a place where after I've hacked the insides out can remap my ecu please....
And, no more tizzies please.....
Who's coming to Stoneliegh for a BIG drinky????
1972 V8 Jago
1980 Z750
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Paul Turner
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| posted on 16/2/12 at 09:32 AM |
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The DPF is there for a very good reason. Soot particles are carcinogenic and are better trapped and burned correctly than being allowed directly into
the atmosphere. I accept there are may 1,000's of diesels out there without them since they did not have them when new but surely we don't
want to take the irresponsible attitude that pollution does not matter, lets move forward and reduce pollution.
We have 2 diesels in our household and both have a DPF fitted. They both regenerate when necessary without all this urban myth nonsense about
thrashing them on the motorway. The ECU controls the regen, not the drivers right foot. The only time a run of 30 minutes above 2,500 rpm is necessary
and specified by the manufacturer is when the malfunction light flashes.
The urban myth about cleaning them out is complete nonsense, the soot is bonded to the matrix and can only be burned off at temps above 600 C, steam
is at 100 C (below normal exhaust temps) how is that going to work.
The fuel additive is Eolys and is used in mainly in certain diesels of Peugeot/Citroen origin where due to the DPF location the regen temp of 600 C
cannot be reached by adjusting the injection timing. It cannot be simply added to the fuel since it is a dangerous chemical, it is kept in a separate
tank and added in the correct amounts as you drive.
I had a 96 Golf TDi, the smoke/soot it kicked out when you floored it was embarrassing, don't want to go there again.
Anyone removing a DPF should fail their MOT just like you do if you remove a petrol Cat.
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Alan M
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| posted on 16/2/12 at 06:47 PM |
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(Anyone removing a DPF should fail their MOT just like you do if you remove a petrol Cat)
This is the point I was trying to make (and failing badly)! It is an integral part of emmisions reduction and works with the EGR
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daviep
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| posted on 16/2/12 at 10:48 PM |
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quote:
Originally posted by Paul Turner
The DPF is there for a very good reason. Soot particles are carcinogenic and are better trapped and burned correctly than being allowed directly into
the atmosphere. I accept there are may 1,000's of diesels out there without them since they did not have them when new but surely we don't
want to take the irresponsible attitude that pollution does not matter, lets move forward and reduce pollution.
Anyone removing a DPF should fail their MOT just like you do if you remove a petrol Cat.
That's very altruistic.
Here's another quote from Paul in another thread
quote:
Originally posted by Paul Turner
My car was regsistered in 1993. Its on ithe 5th engine, started 1300 x-flow, now 2 litre Blacktop. Its still MOT's on visible smoke sice that is
what it was originally.
Have a nice 1994 2 litre silvertop under the bench ready for the next project, no cat, emmissions again, yipeeeeeeee.
I think you might be a little bit bi-polar.
Davie
p.s. The inocuous threads are always the best
“A truly great library contains something in it to offend everyone.”
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Paul Turner
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| posted on 17/2/12 at 07:36 AM |
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My Seven does not need a Cat, if it did it would have a working one. In 19 years the car has done less than 30,000 miles, not much in the way of
emissions compared to a 12,000 a year diesel. It has always been properly tuned not only to ensure it will pass its MOT (visible smoke but some
stations have insisted doing a full test at times) but also ensure its as economical as possible.
The 2 litre Blacktop does 32 mpg on a run, my old 4speed 1860 175 bhp x-flow 3.92 diff 185 60 13 tyres (4400 rpm at 70 mph) used to manage 16 mpg,
don't want that again.
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coyoteboy
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| posted on 17/2/12 at 12:09 PM |
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I find anyone commuting 1.1 miles by car, if they don't have to carry a large amount of tools, shockingly poor form!
quote:
I commute just under 4 miles & when it suits I go on the push bike which takes 20-30 mins but most of the time it's just not
suitable.
I commute 8 and a bit miles in 30 mins with a backpack full of laptop and books. Weather is a pain at times but in 1.1 miles you'd bearly get
wet and it's about 4 minutes riding.
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coozer
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| posted on 18/2/12 at 11:45 AM |
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Nice to see ya back Alan.
1972 V8 Jago
1980 Z750
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SeaBass
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| posted on 18/2/12 at 12:11 PM |
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quote:
Originally posted by Paul Turner
175 bhp x-flow
ROFLcopter.
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coozer
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| posted on 29/2/12 at 06:09 PM |
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So, there I am sitting on the fence behind the barrier thinking about the reason the thing gave up on the motorway... car sitting silenty on the hard
shoulder.
Nice AA man comes, plugs in and says "DPF blocked mate, where do you want to go?"
Energy Tuning mate thanks.
Towed up there and on arrival we get it going to find nothing coming out the exhaust as it struggles to idle and rev up to 1700rpm!
24 hours later I have a car that actually goes properly! Smoke test well under the MOT limit, no suprise really as my 16 year old 106D whacks it as
well!
Darren at Energy Tuning is a fantastic guy and if you want yours doing he can retune your ECU via post.
Steve
1972 V8 Jago
1980 Z750
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Hellfire
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| posted on 29/2/12 at 07:02 PM |
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States on the website 'From £299' but how much did it actually cost, if you don't mind me asking?
Phil
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coozer
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| posted on 29/2/12 at 08:47 PM |
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£350 including an oil and filter change. If you can remove the filter yourselve, mine was welded on - its £199 for tuning the ecu.
1972 V8 Jago
1980 Z750
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