GreenDieselEngineering wrote:
There are several calibration changes for the 5v GP logic vs. 7v. Keep in mind, companies like GM, FCA, etc. have a dedicated engineer working solely on the glow system for their career, so it is not a trivial task. There are several stages for glow control depending on many factors like coolant temp, ambient temp, altitude, rpm, fuel, battery voltage, etc. There is a pre-glow, intermediate glow, start glow, readiness glow, and post glow. Being a PWM system, the maps correlate to a duty cycle to give a nominal voltage. You need an oscilloscope to properly measure the functionality. Each stage has different duty cycle outputs for the 5 volts, some are single values and others are 3-d maps. There are also conversions for voltage drop that feed into the system as well. I personally would not mess with the settings in the glow system.
The main reason the start ability is hurt with metallic glow plugs is the design of the combustion chamber. The layout has the tip of the glow plug splitting the gap between two orifices of the injector nozzle, so the fuel sprays on each side of the glow plug. This is correct for a ceramic plug where you do not want the spray to impinge in the tip. On a metallic plug, since they are not as hot, it would be better to have a nozzle orifice spraying closer/inline with the glow tip. This requires a new cylinder head design to be optimized and that is just not feasible.
This is great information, thanks very much for sharing!
What is your opinion of people using the 5v GP's on the 7v programing as some are currently doing? Any dangers other than premature failure or a shorter lifespan overall?
I am sure some are on the fence so to speak and toying with the idea of installing the 5v GP's....
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