bevapo
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Posts posted by bevapo
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On 12/29/2016 at 6:04 AM, w ranch said:
No this truck is all stock and I only use to pull trailer and it always does this when its hot, I am going to say 90 F or higher while pulling trailer up steep grade . I do here the fan speed increase when the temp starts going up. The state I live in does not have any emission inspection or any other type of inspection I would say I am about the only dodge out here that is not deleted. and yes it has fresh mopar fluid the water pump went out last summer so new pump and fluid I think they put new thermostat I will check. Anyway if the older Cummings did not have EGR why would the 6.7 need them. as far as deleting DEF I think it is for just putting larger pipe to get cooler EGT's , I am not looking to hot rod this truck just cool it down and get a little more power. I understand about legal part and also the engine code I think the tuner takes care of that . So from a mechanical stand point for longevity would the engine run cooler and with more power deleting these items. 60k on the miles
Hello. We just got dumped on and plowed for 30 hours. The truck worked great until the end of the storm when the engine light came on, and a message on the console saying filter is 100% full. The truck finally went into regen. mode and burned it off till 70% but that only lasted a day before it came back on. Now I cant get the truck to burn it off again. It was throwing code p2262, p2002 and another one. Is my best option to by the delete kit? Should I also delete the EGR? Or is the exhaust and tuner good enough? Will the turbo clean it self over time? Or is the turbo going to **** the bed? I'm new to all this, any words of advise would be great.
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On 1/1/2017 at 2:27 AM, Moses Ludel said:
w ranch...You must have heard Steve Sanders comment on this R2.8L Cummins powering F350s and school buses in Brazil. The horsepower is rated just over 160 in the crate engine, not extraordinary, but the kicker is the torque: nearly 270 lb-ft by 1600 rpm and holding that torque level to 3200 rpm. That kind of flat line high torque is unusual and valuable. I'm gaining over 40 lb-ft of torque, coming in at a lower rpm than the 4.0L inline six gasoline engine and not dropping off within any reasonable highway speed in the overdrive gear.
Regarding the EGR function, you're right to wonder how hot exhaust can lower NOx. Recall that it takes a combustion temperature drop to below 2500 degrees F for oxides of nitrogen or NOx to quit forming. This is a chemical phenomenon. The incoming (recycled) EGR exhaust gas dilutes the incoming clean air. This introduction of spent fuel offsets a lean condition. It's the lean condition, typically occurring at lighter throttle, that creates Oxides of Nitrogen or NOx. The increased proportion of oxygen (i.e., a leaner air/fuel ratio with a higher oxygen percentage) raises the combustion process temperature. That higher temperature creates the NOx.
By introducing the EGR's spent fuel/exhaust to the incoming air stream and combustion process, the remaining particles in the exhaust help overcome the lean condition and change the ratio of oxygen in the combustion process—without significantly enriching the fuel mixture.
Note: This should not be confused with introducing more unburned or raw fuel to overcome a lean condition. The exhaust, at least in theory, has already burned a considerably high percentage of the combustible elements. The incoming air charge, being diluted by the EGR's spent fuel/exhaust, will not have as high an oxygen content. Therefore, the combustion process itself is less "lean" and will burn at a lower temperature, and there is a reduction in NOx. By design, the dilution has only a slight impact on performance, though it does reduce the available volume of fresh air/oxygen coming through the air induction system by a relatively small amount. (Compare the port size of the EGR valve to the intake plenum opening.)
From gasoline engines we learn that EGR functions efficiently when the engine is not idling and not under heavier throttle. As the throttle valve opens to a larger degree, a richer air/fuel ratio condition occurs. (Think of acceleration or an increased load that requires a wider throttle opening.) Those of us who have worked on EGR systems know that the typical EGR valve's vacuum diaphragm routes to the carburetor (later the EFI throttle body) at the ported vacuum source.
The EGR valve by design opens at higher ported vacuum in a gasoline engine. Ported vacuum is highest at the initial throttle tip-in and continues through lighter throttle settings. As the throttle valve opens further, it no longer creates ported vacuum. Note that this is easy to observe with a vacuum gauge hooked to a ported vacuum source as the throttle opens. Ported vacuum is the same as distributor advance vacuum on older engines.
Ported vacuum is a simple way to actuate the EGR valve coincidentally with the leaner burn or higher oxygen percentage in the combustion process. As the throttle continues to open and ported vacuum tapers off, the EGR valve closes. Richer air/fuel mixtures do not create NOx because the combustion temperature naturally drops with the richer mixture. The EGR system is not needed to cool the combustion process because the oxygen level in the richer air/fuel ratio is not too high.
So, as you logically wondered, it's not about the heated exhaust cooling the combustion process, it's about the spent/burned fuel (EGR gases) diluting the available oxygen to overcome a lean condition—without raising the hydrocarbon level much. Any remaining HC in the EGR gases gets burned again in the combustion process.
This raises the question: Why does Cummins need a cooler on the EGR valve? I'm guessing there are two reasons: 1) the diesel exhaust is by nature very hot from the high compression burn, and 2) the EGR valve and its exhaust gas temperature need to stay within a reasonable temperature range to prevent risk of detonation and engine wear or damage.
Detonation is what we hear as knock or ping. We know that a diesel engine doesn't need spark plugs, the fuel ignites spontaneously from the high compression and introduction of fuel under very high pressure. Like you surmise, this is hot exhaust, and with the high compression and high injection pressure diesel cycle, introducing higher temperature exhaust gases, just released from the combustion process and flowing through the EGR valve, could wreak havoc.
Compression ratio and injection pressures are much lower on gasoline engines. A naturally aspirated or even turbocharged gasoline engine requires a trivial amount of injection pressure when compared to diesel injectors. Naturally aspirated gasoline engines with carburetors or EFI do not force fuel into the chambers or cylinders like diesel injectors do. By comparison, a diesel engine's fuel injector pressures are very high.
Moses
Hello. I am thinking about doing a dpf delete on my new 6.7. what's the fuel milage gains? Will it run as good as the 6.4 does? Any problems? According to the programmer websites your only looking at 30 more hp over the non dpf delete tunes is it worth it? I want to hear anything you have to say.
Ram 6.7L Delete the DEF and EGR?
in Dodge-Ram Cummins Power
Posted
thank you so much for oyur suggestion. really appreciate that.