d3 (163bhp)shark tuning experiences?

[mattievrs]

Been a fan of shark tuning on my last 2 cars but am now looking for a remap on the 2.0lt 5cyl D3 engine in my 2012 v60. Anyone had this done and would like to share experiences? In particular, smoke levels from the exhaust on acceleration?

Thanks

[mattievrs]

No one then?

[5cilinder]

Originally Posted by mattievrs

In particular, smoke levels from the exhaust on acceleration?

Thanks

There wont be smoke visible due to the sootfilter so its (almost) impossible to verify if it smokes to much or not

[skyship007]

Originally Posted by 5cilinder

There wont be smoke visible due to the sootfilter so its (almost) impossible to verify if it smokes to much or not

A soot filter (DPF) is designed to stop Zinc compounds (Ash from oil additives) and a CAT will reduce the NoX content in the exhaust gas (If the EGR is not blocked) when the engine has warmed up for at least 10 mins from a cold start, so if you walk around the back and get a friend to boot it, does it smoke is the question ??
Some black smoke (Grey if it is raining) is normal for a few seconds when you redline a turbo diesel. White or grey smoke is bad news at idle.

If it does produce real smoke, throw the TB in the bin, or try for a refund!
Hope the compression figures and oil consumption rate are good (OEM and 1 liter in 10K max), as a TB will soon kill off a dodgy turbo diesel.
If they are not good, try using Ultra 5w40 (A3/B4 or just B4) and a full can of LM Ceratec every 10K km.

Hope the OP can pass an emissions test and get a sensible new insurance quote, as the ECU will log a hidden fault code for tampering with its MAP. The old insurance will be invalid until they send a business e mail listing the exact tune and approval. It's either an act of gross negligence if the owner fitted a TB OR they just use the "Vehicle not correctly described (Non OEM)" clause to bin any claim or switch who is responsible if another party is involved (Unless you use your local bank for a provider).

TB's are like car alarms, as they work well in theory, but cause a lot of unwanted side effects in practice. An expensive Volvo MAP change (They have their own tuning company) done by a local stealer is far better than a Fleabay or scrapyard TB, as they tend not to crack the head gasket. I've got an OEM one for 115 to 130hp (Renault spec for the F9Q2 block) that's real good and in limits for the 4K rpm max cont rating at max OAT. Nice when heavy towing uphill!

[5cilinder]

Originally Posted by skyship007

A soot filter (DPF) is designed to stop Zinc compounds (Ash from oil additives)

Dude , why to twist every subject into your oilfetish ?
Dpf's stop indeed ash , but not as an intended cause but as a unwanted consequence.
They are intended to stop (temporarly) soot and to burn it in batches wich leaves tiny unwanted quantities of ash wich will build over time

Point was that bad injectors or to much bhp remaps will create more black smoke but a dpf masks it
(the increased regeneration cycles dont) so know where to look

[skyship007]

Originally Posted by 5cilinder

Dude , why to twist every subject into your oilfetish ?
Dpf's stop indeed ash , but not as an intended cause but as a unwanted consequence.
They are intended to stop (temporarly) soot and to burn it in batches wich leaves tiny unwanted quantities of ash wich will build over time

Point was that bad injectors or to much bhp remaps will create more black smoke but a dpf masks it
(the increased regeneration cycles dont) so know where to look

I know one end of engine design and related chemistry from another and the DPF designs were a deliberate attempt to do 2 things, firstly make money and secondly to pass the initial emissions tests in the US and Japan WHEN THE DPF IS NEW ONLY!

The car manufacturers refused to use Carbon blocker filters, partly because they are more expensive (Merc and other LeRoy fluid users are far better) AND because they were fully aware that the oil companies would continue using Zinc based additives (If offered some "Financial support"), so they made some big bucks as a result.
Alas for the Carfiosa, an argument with the Far Eastern gangs resulted in "Stop-Start" diesels, which cut the profits a bit.

Zinc ash does not form in a new DPF, BUT as soon as the element is coated in Carbon and warmed up, it sure does. It does a perfect job of making the Carbon deposits more and more difficult to burn out as the unit ages, cos the Zinc compounds formed in the CAT and DPF are reacting with the Carbon clumps, thus acting as a kind of fire retardent!

When some MAFIA elements gave up on the Casino business, they moved into the big fuel and oil game and are still there. They even shut down one small US company that developed an 0w40 full synthetic diesel engine oil that did not use any Zinc or Moly additives, just a German PAO base stock and detergent additives. I don't think you can buy that great oil anymore, as the cars that used it had DPF units that did not collect any Carbon. It was in effect a chemical way of gutting the DPF's and even reduced engine wear as the basic designs failed to Regen and just stayed clean.

I know a lot of Mann diesel and ZF employees and if you ignore their company diesel cars, they all drive classic diesel cars or SUV's THAT DO NOT HAVE A DPF and none of them will admit to using any oil from Castrol or Mobil.

The car manufacturers did cut the max power of some cars sold in the US to make sure they got less DPF failures within the warranty period, as some close tollerance diesels were burning too much oil.

Merc, Porsche and BMW did seem to stay out of the game, apart from the CAFE (Corp Average Fuel Economy) part, but the Chinese, Korean and main US engine manufacturers run the show!

PS: Never trust car or oil company advertising, unless it's from a German company.
Liqui Moly failed to play the Carfiosa game, changed their base stocks for the DPF afflicted and developed Ceratec (Castrol and Mobil marketing must hate the stuff, as it reduces oil consumption and even adds a few MPG for some larger cars), which German car companies love (Along with new contracts for Shell Ultra).
Oddly enough if you want to do an experiment with a blocked DPF or older unit, just drill a hole into the side (Almost right through it), warm up the engine then shut down and then pump dilute Sulphuric acid (Battery top up acid) into the unit until it reaches the fill hole. Leave overnight, then drain (Sorry 2 holes and plug) it.
It will steam a bit (Don't breath it in) for a few minutes, but a few hours on the motorway will then return the DPF to OEM standard, as the Carbon will burn off without a Regen (A Regen early in the clean up run will ruin the result to some extent.

[moorgate]

the new rule for 2015 was: Never Read The Comments. This is about the shorted thread Iv'e seen from reasonable question to BarkingMad answer.

[skyship007]

Originally Posted by moorgate

the new rule for 2015 was: Never Read The Comments. This is about the shorted thread Iv'e seen from reasonable question to BarkingMad answer.

True if you work for an oil or engine design company!

One thing I missed is that the chemical explanation of why a DPF blocks up is very complicated, because the EU changed the diesel fuel content to include Bio diesel (The stuff used in cheap diesel is more of a Veggie based additive), currently around 5%.
Part of the reason they did that was to make sure that the EU standard DPF units blocked up as fast as the US ones (Their diesel fuel has a high Sulphur content, so did not need fiddling with).

Spraying extra diesel into the exhaust is nuts, as the Bio content has a lower flash point, so it reduces the effect of a normal Regen cycle. Again this is just another way of increasing fuel consumption (The Green spin about DPF units is just that).

I suspect that clever move was because the Carfiosa knew they could not stop the stop start or new generation engine oil additive companies like LM (Owned by Fu0ks oil Gmbh) from figuring out how to avoid replacing a DPF. After all, selling a tin can and 2 pipes for 1K dollars is a nice little earner.

PS: I do feel sorry for any owner of a turbo diesel that has a DPF, as it often takes over 3 years (Initial warranty) before they finally realise just what a con trick they are, mostly because of poor MPG figures and the increased need to top up the engine with expensive oils.

NOTE: THE GERMANS DO MAKE A ZINC FREE ENGINE OIL:
TITAN GT1 SAE 0W-20 XTL-Technology Premium Performance Engine Oil with new XTL-technology in path-breaking viscosity class and globally unique Zinc-free Additive Technology, for high performance cars with gasoline and diesel engines. Specially designed for sportive driving and maximum power ...

It's a bit thin for summer use, but a real fuel and DPF saver in winter.
More info:
http://www.***hslubricants.com/titan-gt1-sae-0w-20-xtl
(Copy and paste with Eff, you and c for the 3 stars)

If anyone spots a Zinc free 0 or 5w30, please post a link and don't use that 0w20 unless you have a problematic DPF and are out of the initial warranty period. Most folks I know using thin oils add half a can of Liqui Moly Ceratec.
I'm going to test it this winter, as it will prolong the life of my EGR and CAT, but only IF I can find an 0w30 version.

[mattievrs]

Wow.

I've decided against a map for now as they can't fit me in when it's convenient for me. I'll wait for now I think.