I'd be interested as well so count me in.

 

I don't think the 04's have the 3rd event.Only 04.5's-06's

 

Yep 04.5 -06's with the 600 and 610 engine.
You guys all say your in what will you expect a unit like this that adds MPG and lowers EXH. temps to cost.
Dave

 

I'm sure you will let us know, , in the mean time count another as interested.......

 

If that was all it did, I wouldn't be looking to spend much over $300 on it probably. Much more than that and you start getting into pretty long periods of time to justify a strictly "mileage" box. Especially in an off road only application like I would be interested in. Now, if you were to start adding power (able to flash the box like BD maybe?) obiously we would be talking more money. How much would be depending on how you were making power, and how much of it. Would be really cool if you could make enough gains in mileage for the OH to read right with the fuel turned up.

 

Id prolly be interested as well.

 

The 3rd event adds power. It is not for exhaust clean up and catalyst heating reasons alone.

Be it a two, three, four, etc strike ocncept, it is more or heat release rate balancing in-cylinder to control NOx and of course some soot. A balancing act.

The two strike engines and the three strike engines both inject very close to the same amount of fuel. The three strike event quantites are just smaller in volume per strike. Take away the third event and you take away part of the quantity of fuel you need to produce power.

The 6.4 litre Ford will use 5 strikes. The new Mercedes is uising 6. All timed to inject precise amounts of fuel to not raise cylinder temps past a tight value, which in turn could raise Nox output.

The total injected fuel quantity is only 5mm3 higher in the 04.5 and the 05 engines VS the 03-04 engines.

Don~

 

Is the 5 cubic mm the amount of increase in each cylinder for each firing event? Or is that the total difference for one firing cycle, all 6 cylinders? That 5 mm3 would add up quite quickly running down the road at 2000 rpm. Is this something you've looked at trying Don?

 

What about the 06 engines? Are they the same as 04.5- 05's

 

ok guys I hope I can clear this up a bit I have "played" w/ my truck and here it is ...one my kitty got lost right after the truck showed up! duno how that happened...but remember the crank sensor mod ......tone ring whatever you call it "they" all said don’t idle too long....that’s cause of the cat might not stay hot enough to remain clean if you remove the third injection ...and idle long times yes it will become a issue.....now listen guys I am pretty dang sure the third event is only taking place at idle ONLY.....not while you drive just like the fords... that’s why the sound changes when you start in the go pedal cause the ecm runs on a different set of injection sequence under load.....if you don’t believe me go turn your fuel pressure up at idle....your motor will try to blow up! ( or just sounds this way) but as soon as you touch the pedal its all power/smoke cause I think the ecm drops the third event....its just to heat the exhaust....think about it you don’t need it under load? Why would the EPA think dumping raw unburned or partially burned fuel in the exhaust all the time be a good idea? its only to keep the cat hot at idle so when you start really throwing the fuel to the engine its doing its job!......I think removing the third event will save some fuel especially the guys who like to idle for long periods at a time.....but better think about where the little kitty is gonna go play at cause it will have to find a new

 

Unless you plan on remapping all the injection times and number of strikes - Pre, Main and Post, you cant just turn the 3rd off. You could I guess, but you would also turn off some power.

When you increase the rails pressure at idle speeds, of course the combustion noise will increase. You have not increased the injectors pre shot open/on time, but you have just increased the quantity injected with pressure. The pre strike is for chamber warming and preparation for the main strike or strikes. If you increase the quantity too far you will increase the cylinder pressure spikes and the noise begins. You are also overheating the chamber for the main strike to a point that its ignition delay is shorter. Another pressure spike and more noise.

Catalyst heating is part of the design but it is not the sole reason for a third strike. The third strike is producing power. Look at the Tq curves of a CR engine VS a VP44 engine and compare their TQ values to RPM ranges.

Don~

 

Well said Donny!

 

if you increase the fuel pressure at idel it does more than make noise it pings kicks snorts pops and then dies! what is going on at idle is much different w/ injection than when the ecm goes into move the truck mode! lol

and i dont think the third strike alone is the power torque gains on a cr motor vs a vp44 motor

bout to hit the books for a min ck this out

 

The 3rd event is not the only thing making the added TQ. What is making the added TQ is the contant and controlled pressure in the cylinder VS a Vp44 or P7100 pump system.

The higher rpm and more consistant TQ is made with the pressures from combustion being more even and a higher average throughout the stroke. Adding the 3 strikes of fuel at a rate which allows this controls the cylinder temps, and hence the Nox, as well as adds power.

Its all the events that produce the added TQ at higher rpm bands.

Diesel fuel will burn about as fast as you can vaporize it. In the stock Vp44 system you are limited to a total of 26 degrees of crankshaft rotation to inject fuel. This gives you a shorter period to apply the pressure to the pistons top. In contrast, the CR applies pressure over a wider rotation.

Adding to this, the camshaft timing points on the CR engine is very conducive to TQ production. Opening the exhaust valve latter in the stroke keeps the pressure applied to the piston top longer. The CR's open the exhaust valve @ 27 degrees before bottom dead center. The VP opens at 48 BBDC. Over 20 degrees of rotation the pressure is applied longer. The result is increased TQ.

Its a step backward unless you can remap the entire strategy and number of strikes. This could of course require a new injector nozzle.

Don~

 

yeah i would go for that the three strikes is to keep the fuel coming in and smooth out the pressure spike and knock but i have been reading and i would not be suppised to find that the third event goes away or is much less along with the prenjection event at hiher rps like 2300 or so i know vw uses a 4event injection two preinjection events and a main event then the final however they drop one of the preinjections and limit the final injection @ higher rpms .....but yes to "block" it electronicly would be kinda silly after reading up on this some again today also learned why early injection makes the pressures go so high ......so idealy a adjustable nozzel and adjustable flow injector would be cool.......has anyone read about this compression ignition design motor where the fuel and air are already mixed entering the chamber? supposed to be the new way? not sure if i am buying all of it though