As well as Engine ECU tuning, ECUPROGRAM now offers DPF removal and a ecu tune at the same time.
A DPF or Diesel Particulate Filter referred to as DPF, is a device designed to remove diesel particulate matter from the exhaust gas of a diesel engine. A diesel-powered vehicle equipped with a functioning DPF filter will emit no visible smoke from its exhaust pipe.
A method must exist to clean the soot from the DPF filter. The DPF filter is designed to burn off the accumulated ‘soot’ through a certain specific way when the filter load reaches a pre-determined level. This is known as "filter regeneration" or ‘DPF Regeneration’
• Can cost in excess of $2000 to replace the DPF
• The DPF is not a legal requirement. It is not needed for the MOT test
• The DPF reduces power and economy as fitted due its restriction
• Sometimes the regeneration can start without warning, and if the engine is turned off, it can become damaged.
• More power and torque is gained by removing the DPF
• More fuel economy will be achieved
The Diesel Particulate Filter removal involves removing the internals of the actual DPF. This can be done in two ways.
1. Remove existing particulate filter from the vehicle, cut an opening, remove the core, clean and re-seal by welding, Refit back to the vehicle. Then remap the vehicle to remove the regeneration software from the ECU and remove the DPF warning light from the dash.
2. Remove the existing particulate filter from the vehicle, using this as a template and make a high quality stainless steel straight through DPF pipe to refit back to the vehicle. Then tune the vehicle to remove the regeneration software from the ECU and remove the DPF warning light from the dash.
You must remove the actual DPF before deleting the Regeneration software from the ECU, if not this will cause damage to the engine. This is because the ECU will add more fuel during regeneration into the exhaust thinking it is full of ‘soot’.
We offer this service with a lifetime guarantee against any defects on the custom Exhaust and ECU Tuning as a combination.
We can service All Makes and Models. Please contact us with your requirements and for more information.
To calculate the injector size for a particular application:
Injector Flow Rate (lb/hr) = Engine HP(1) x BSFC(2) / Number of Injectors x Injector duty cycle(3)
Or
Injector Flow Rate (cc/min) = Engine HP(1) x BSFC(2) x 10.5 / Number of Injectors x Injector duty cycle(3)
NOTE: Unless otherwise noted, all injector flow rates are calculated at a fuel pressure of 43.5 PSI (3 BAR).
(1) Whenever possible, use actual dyno results for engine horsepower. If no dyno results are available, consult with your engine builder for a horsepower estimate.
(2) BSFC is usually a number between 0.4 and 0.7 for gasoline engines. Although BSFC can be estimated, it is best to determine an actual number on a dyno. If a dyno is not available, the following numbers can be used as a rule of thumb:
* For naturally aspirated engines, estimate BSFC to be 0.4 to 0.5
* For nitrous engines, estimate BSFC to be 0.5 to 0.6
* For forced induction, estimate BSFC to be 0.6 to 0.7
* For rotary engines, estimate BSFC to be 0.6 to 0.7
* For engines running methanol, double the appropriate gasoline BSFC (e.g. a forced induction methanol engine has a BSFC between 1.2 and 1.4)
(3) Injector duty cycle should be 0.8 (80%) or LESS. Numbers higher than 80% are generally NOT RECOMMENDED. If maximum injector duty cycle is not known, use 0.8 as an estimate. Remember that these numbers are ESTIMATED and cannot be considered as accurate as actual numbers achieved on a dyno! Always verify engine performance information on a dynamometer!
To calculate the horsepower capacity of injectors based on their flow rating:
Fuel injectors max HP (lb/hr)* = Injector flow rate x Number of injectors x 0.8 / BSFC
Or
Fuel injectors max HP (cc/min)* = Injector flow rate x Number of injectors x 0.8 / BSFC x 10.5
Injector flow rate conversions:
Fuel injectors flow (lb/hr)* = Fuel injector flow (cc/min) / 10.5
Fuel injector flow (cc/min)* = Fuel injectors flow (lb/hr) x 10.5
Source:
Injector Selection Guide
AFR = Air Fuel Ratio
Your target AFR should be around 14.7:1 in vacuum, around 12.5:1 at static, and around 11.5-11.0:1 as you approach your peak boost level. This will achieve the best fuel economy while supporting for lots of airflow.
This is the reading from the potentiometer at the manifold – it is not a reading from the accelerator pedal
You may see that this reading never reaches 0%, and in some cases does not also reach 100%. There are a few reasons for this:
DPF (Diesel particulate filter) or FAP (Filtre A Particules) is a device designed to remove diesel particles or soot from the exhaust gas of a diesel engine. It basically traps the diesel particles in the filter and at a given condition the ECU will put it in to regeneration mode when these particles are burnt and blown out of the exhaust. Unfortunately these filters get blocked and cause running problems, Repair costs can be very expensive with some DPF’s costing in excess of $1200 the filter is not a requirement for MOT test so a viable solution would be to remove the DPF and remove the regeneration function from the ECU Software ECUPROGRAM can do this on most vehicles please contact us for details.
At ECUPROGRAM we can modify the ECU software so that the DPF can be removed from the vehicle without the ECU logging error codes and trying to regenerate the DPF.
A car chassis is carry by 4 wheels and 4 shock absorbers. When driving on bumpy road, the shock of impact will be absorb by shock absorber, however if the chassis is not strong enough to support the shock absorber, the shock of impact will not all absorb by shock absorber but by chassis, causing chassis flex. Same thing happen when make a turn on corner, chassis will be twisted by the force of weight transfer. Therefore, the handling will be rough and hard to predict the movement of car.
To soft the chassis flex problem and improve the handling, the Ultra Racing’s chassis strengthen parts is born, we will explain how this product works on you car. The stronger chassis, the better handling.
Courtesy: Ultra Racing.
Engine: 6.0l v12 twin turbo
Stock: 500 hp / 590 ft lb
Ecuprogram: 577 hp / 700 ft lb
