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Tech info on MP - DPF & EGR

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Tuning Technical Information

We are increasingly getting inquiries from customers having problems with standard vehicles. They are being frustrated with New Car Dealers who are not listening to their complaints about their vehicles poor Economy or Performance. Dealers are finding themselves caught in the middle as manufacturers dumb down the test procedures which the dealers are only allowed to carry out. They are only permitted to replace what their Diagnostic Equipment determines, so faulty sensors sending incorrectly calibrated signals, result in the Diagnostic Equipment not seeing the real faults. These Pages are here to give you a better understanding of how your vehicle works & help you diagnose problems you are having with your vehicle.

DPF - Exhaust

Although we can see benefits in modifying Active DPF (Diesel Particulate Filter) systems like the type used on the NS Pajero etc.. & there are benefits in reducing restrictions in exhaust design. There is no reason to delete passive style DPF’s fitted to other cars.
As an example, one of our young customers asked our company to do a full Rally style tune to his Hot Hatch CRD. This vehicle achieved a huge power gain. We were also able to prove that the increased Exhaust Temp was improving the DPF’s ability to burn off soot particles, despite the fact that this vehicle did short runs in city conditions & already had a sports exhaust after the DPF. Previously in standard tune the vehicle had to have the DPF cleaned by the dealer every 6 months. After tuning, the vehicle ran for 11 months without needing cleaning. But it was this point the customer made the mistake reading on forums that deleting the DPF will increase power. He had the DPF cut out & replaced with tube. There was no power gain, & now his vehicle had exhaust smoke problems which were previously being absorbed by the DPF. We had to de-tune the Rally program, customer was unhappy that he could not run same power as before. He then fitted a Sports DPF, which although being Hi-flow, was still much smaller than standard. We could still not use the full previous Rally Program, so power was still less than before. To avoid the excessive cost from the Aust dealer, he purchased a new original style DPF from Europe. Finally after thousands of dollars spent, we then were able to re-install the full Rally style program.
The biggest problem for DPF’s is short running, city style driving. They need to build up temperature to function so they can burn off the soot particle deposits. You need to give the vehicle a drive at freeway speeds, at least 15-30 minutes per week, especially for a standard, un-tuned engine.
From Wheels Magazine May 2010 page 137 - Long term test vehicle: Audi A6 Allroad 3.0L V6 TDI at 5498km - A three-stage warning light system warns Audi diesel drivers their car’s particulate filter is becoming blocked. If detected at stage one, a brisk 15-minute freeway run clears the filter and negates the need for service. Diesel legs need stretching: With so much torque on tap from just 1500rpm, the driving experience is relaxed and effortless. Or at least it was, until one of the little-known quirks of the modern turbo-diesel came to light in the form of a drop in power and a combo of warning lights. A visit to the dealership diagnosed a blocked particulate filter and a regeneration program quickly returned the Allroad to full power.

From Wheels Magazine July 2010 page 169 - Long term test vehicle: Jaguar XF 3.0D V6 TDI at 4902km Inner West drinker - The two weeks of inner West Sydney driving that provoked the DPF warning light also played havoc with the Jag’s fuel consumption. Instead of the mid-6s produced on interstate journeys, the XF plunged to a worst of 14.3L/100km. Particle Theory - Warning message prompts big burnout. With just under 4200kms on the odometer, the XF’s on-board computer triggered an ominous message on the dash monitor: “DPF FULL – see handbook”. A thorough reading revealed that the DPF had not been reaching the required temperature (around 600degC) to allow the automatic burning off of the accumulated carbon diesel particulates. In other words soot. Too much short-trip, stop-start driving, apparently. If the message appeared on a red background, I needed to immediately return the car to the dealer. If amber, by driving at a steady 75-120km/h for up to an hour, I could clean out the filter. And it was amber, sure enough, after 25minutes at a constant 100km/h the warning light disappeared. Phew. The handbook suggests failure to act could result in expensive damage to engine and emissions system.

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EGR Valve

The EGR (Exhaust Gas Re-burn/Reheat) Valve opens every time you take your foot off the accel pedal. They frequently block up or fail & should never have been fitted to Diesel engines. Releasing hot exhaust gases & large soot particles back into the inlet manifold can never be sustained. No vehicle manufacturer has informed any car dealer that this system can only work if it is maintained. Car dealers will only fix it when it breaks.
Early model cars can remove or block the system, & on engines like the Nissan ZD30 this can greatly prolong the engine life. On this engine the EGR port lines up with the inlet port of number 3 cylinder. Blasting hot exhaust gases & soot particles into the combustion chamber. These particles form heavy deposits on top of the piston & keep extending the top of the piston until there is no compression area left, then the piston strikes the cylinder head & the piston breaks.
Late models can not block the EGR off because they use the MAF to tell if it is blocked & log a fault code or have reduced performance. Some people install a blanking plate, but have to drill a hole just large enough to not cause a fault code. This reduces the amount of heat & particles, but as soon as the hole blocks up, the fault code comes back & it needs to be cleaned again. Mitsubishi replaced entire inlet manifolds on their 3.2L CRD engines, due the EGR deposits blocking the MAP Sensor & number 3 cylinder ports. Nissan Patrol 3.0L CRD EGR valve opens for too long a duration, causing the inlet manifold to overheat & warp.

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Find out more about:

Fuel Pressure Myth

Why does the Dyno graph show all the power gain at only high RPM?

Throttle Position Sensor & Accelerator Pedal Position Sensor

Fuel Delivery systems

MAP & MAF Sensors

VNT - Turbo Control

VSV - Variable Swirl Valve

Technical info on Morepower Tuning

Morepower Tuning Overview

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