Texas is a whole lot closer to 110 than -10, no concerns about the engine not keeping warm

_________________
2005 CRD
stuff
Skeptic quod gratis asseritur, gratis negatur

We have different ideas of what is the coast side and drive side of the gearset. The way I see it, what ever side makes contact when torque is applied in the drive direction is the drive side. That's the side that gets lapped. There's no point in spending the cycle time to lap the other side unless there's a noise complaint.

_________________
2005 CRD Limited Flame Red w/ Renegade rock rails & light bar, AirLift 1000. 225/75R16 MT/R's on cheap black steel wheels, dual MOPAR subwoofers, Ipod kit & seat covers, Samco hoses - totaled and gone. 2008 WK Laredo 3.0L diesel - AirLift 1000, wife won't let me mess with it much. 2013 JK Sahara on order.

Not a chance I'll try that. The transmission is then spinning unlubricated. Seen too many fried that way.


We'll have to agree to disagree on that one. Gas probably, diesel probably not. Another thing to consider is that when the engine is being pushed by the transmission, you are getting your accessory drive torque (alternator/air conditioning/lube/cooling) essentially for free.

_________________
2005 CRD Limited Flame Red w/ Renegade rock rails & light bar, AirLift 1000. 225/75R16 MT/R's on cheap black steel wheels, dual MOPAR subwoofers, Ipod kit & seat covers, Samco hoses - totaled and gone. 2008 WK Laredo 3.0L diesel - AirLift 1000, wife won't let me mess with it much. 2013 JK Sahara on order.

I'm going to have to agree with danoid on this one. I'm no engine expert, but I've had the GDE tune for a little while now. The results so far (EVIC) are fantastically better than what I am used to seeing (EVIC of 32 vs. EVIC of 23). They know what they are talking about when it comes to this.

Besides, think of it this way. If the engine running at 2200RPM at 0% throttle injects the same amount of fuel per stroke as an idling engine, and the engine running at 2200RPM significantly improves your ability to coast, then what on earth could possibly be the advantage of cruising at lower RPMs?

With GDE, I can take my foot off the pedal and cruise for much longer distances than before, all while watching my EVIC climb at a rapid rate.

_________________
2006 Jeep Liberty CRD, Limited
GDE Eco Tune, GDE TCM Tune, Bauer 203* Tstat, Amsoil EaA 201 Filter, Clean MAP, Samco CAC Hoses, Magnaflow Muffler #12226.
New Mopar Fuel Filter, K&N Filterminder, Fumoto Oil Drain Valve
225/75R16 Hankook Dynapros

I don't know what hills your driving down in neutral, but around here whatever fuel you might save would quickly be made up for by burned up bake parts, or death.

I think that you are missing the point entirely. The advantage in coasting at idle vs coasting at 2200 RPM is that, for every meter traveled the engine has to turn X many times. At 2200 RPM it is turning 3 times faster than idle speed for every meter traveled forward. If fuel is being injected at every power stroke of the engine, three times as much fuel is being used to travel the same distance.

Now Danoid may also be right in that our CRD can enter what is known as "deceleration fuel cutoff" mode in certain situations. In most modern vehicles however, the DFCO parameters are temperature dependent, and are only used momentarily in stop and go situations.

If GDE has indeed improved the coasting distance which may be achieved when letting off of the pedal, it could only be by adding more fuel to the engine during the coasting event. There is no other parameter to adjust. This being the case, coasting in gear with the GDE tune "should" use more fuel than coasting out of gear.

I am not encouraging anyone to coast in neutral, because not everyone can do it safely. Nor am I coming down on GDE. I think highly of what they have done, and plan on getting their tune as soon as I'm rich and famous.

_________________
Manure green 2005 CRD sport4x4, GDE Hot tune, Cat Gut, OE skids, Draw tight hitch, Duramax lift pump, 160K on multiple varieties of fuel, XM radio, Escort live with Redline, fog light mod, GPS, Icom IC7000 all band radio call sign KC9QPF, Grabber AT2s on Soft 8s, FIA grill blanket.

Who's going down mountains in neutral?

_________________
Manure green 2005 CRD sport4x4, GDE Hot tune, Cat Gut, OE skids, Draw tight hitch, Duramax lift pump, 160K on multiple varieties of fuel, XM radio, Escort live with Redline, fog light mod, GPS, Icom IC7000 all band radio call sign KC9QPF, Grabber AT2s on Soft 8s, FIA grill blanket.

The perception of improved coasting with the GDE tune is two-fold:

first, as one tips out of throttle we ramp the fuel down to zero at a slightly slower rate from around 0.35 seconds to around 0.550 seconds depending on the rate of pedal change. This minimizes the clunk in the driveline and makes it harder to feel the change from forward momentum to nothing.

second, when you are off the throttle the turbocharger is acting like an exhaust brake. We can control the vane position to be more open and less restriction, thus reducing the pumping losses of the engine. If the vanes were very closed in no fuel situations, the engine will brake much harder...similar to a jake brake on a rig.

If the transmission is locked up and no throttle is applied the engine will not deliver any fuel as long as the rpm is above 1200. This is a key benefit to running the maximum amount of lock-up as possible.

_________________
Providers of wholly developed aftermarket solutions for the KJ CRD.
(248) 977 - 9531

It'd be neat if you could slam the vanes the opposite direction to add drag, when the high RPMs of trying to engine-brake a trailer down a grade are detected...

- Chris

_________________
Used to own:
2006 CRD Sport
Suncoast TC, Transgo shift kit, Inmotion, ORM, EHM, Magnaflow SS exhaust, Fumoto valve, EVIC added, Hensley TruControl brake controller, Pirelli Scorpion ATR LR-D in spring/summer/fall, FIA winter front and Blizzaks in winter

For the VW TDI ECU, the fuel is actually cut off for engine braking, so if one was to coast in idle down a hill, you would use more fuel. I profess ignorance with the CRD, but there is NO WAY I am free-wheeling down hills in Colorado. That's a sure recipe for death and destruction.

_________________
'05 Liberty CRD B100, SEGR - SOLD

'01 Beetle TDi B100, EGR delete
'83 Mercedes 240D B100, no EGR

--- SEGR Builder ---

Who is coasting down hills?

_________________
Manure green 2005 CRD sport4x4, GDE Hot tune, Cat Gut, OE skids, Draw tight hitch, Duramax lift pump, 160K on multiple varieties of fuel, XM radio, Escort live with Redline, fog light mod, GPS, Icom IC7000 all band radio call sign KC9QPF, Grabber AT2s on Soft 8s, FIA grill blanket.

Who's on first?

_________________
In this war of lines, so many have been crossed. Where will it all stop?

2006 Deep Beryl Green CRD Sport *SOLD 1/22/12*
Provent, V6 Airbox, Fumoto, Samcos, GDE ECO & TCM Tune, Euro JK TC, Magnaflow Catback
245/70/16 Destination A/T's
Boiler's Radiator Skid Plate
Jeepin' By Al 2.5 inch Adjust-A-Strut Lift, JBA Gen 4.5 UCA's (6/5/10)

Very interesting discussion.

First the front axle. To my knowledge all modern 4wds work with a live front end now (everything turns all the time). Why? $$ The manufacture just wants something that'll make it to warranty without breaking. It's simpler to make and maintain. It makes for easy, idiot(most 4wd drivers nowadays) proof "shift on the fly". Over the years many different mechanisms have been developed to disconnect the unneeded front end parts and all have dependability issues. From an efficiency and maintenance stand point, the front end moving all the time is stupid. That said, the truck market has manual locking hub kits that make a real 4wd system out of the factor system. I have one in my garage now for my 06 Cummins. But the fuel mileage gains that I've seen reported from others isn't what you'd expect - .5-1 mpg. And that's with the heavy duty front end of the 3/4 - 1 ton trucks. A manual locking hub kit for the Libby would be great, but I don't think the mileage gains would be a reason to do it. Not gonna happen though, the market is too small.

Question for GDE: Can we request a program that uses the turbo as an engine break as much as possibly. The easing off the throttle to relieve drive line clunk sounds nice. But we live in the mountains and I would much prefer to have as much engine breaking as possible since our vehicles are either going up or down all the time. Plus it would be advantageous to those that tow regularly especially since there is no Jake brake for this rig. (Now wouldn't that be cool to hear a Libby e-braking to a stop )

_________________
HERS:'16 WK2 Limited EcoDiesel - GDE hot
HIS: '06 Liberty CRD - EHM , GDE eco, Brite Box, Stanadyne FM100, Cummins lift pump, OME lift
'06 Dodge/Cummins - Play truck; a couple of fans, a proper cam shaft, and man handled electrons by EFILive 500/900
'01 Dodge/Cummins - Work truck; Lots of mods

The reports of "improved coasting" when the muffler/exhaust is opened up have kept me from upgrading the exhaust. We too live in the mountains and often tow. Downhill/10% grade at 50 mph, fourth gear won't hold you back, it's too fast for second gear, and there's no way to select third darnit! I don't need to coast better, but better engine braking would sure be useful. (Best of all would be a way to outsmart the trans shifting control...).

If you need third gear you just hit the OD off button. The most/best you'll get then is 3rd gear lockup.