THIS being the V10 golden ticket in my mind. The manual 5 speed in my v10, all bottom end torque, down right GRUNT. 5th gear is cruising 2000rpm at 60mph, what more could you ask for in a torque giving fuel?? Peak torque at 2400rpm! 450ft/lbs of it! The truck wants to and LIKES to cruise while still being in the torque curve.
And it’s not to say it can’t be worked on from there, I do have a spare v10 motor…
Unfortunately so Steve. It’s a condition called oldtimers disease. Strikes senior citizens when they realize they have more ideas crammed into their heads than time or money to ever do anything with them.
OK you V-10ers and other electro wizards. True or false. ECU’s are programmed for a specific engine and are locked. You fry the one on your vehicle and you cannot go to the junkyard and get another that will work on your engine unless you can find a twelve year old Korean or Japanese kid to unlock and reprogram it for you.
Some vehicles yes, it has to be reprogrammed. Other vehicles you can take a junkyard ECU from a same model and it will work.
YA Bob that is the simplest solution.
But its going in the opposite direction from an efficiency perspective.
if your fuel and time are free then its probably easier to go bigger I agree.
Photos are of a couple of engines used in busses.
One is from a Cancar ( a transit bus from the 1950s ) and the other is a from a GM transit bus ( also from the 1950s )
The Scott Hall ( bet you never heard that name before eh ?) is about 1000 cubic inches of gasoline fuled fury, very reliable with enough power to move that bus a long at a decent speed.
Same goes for the GM bus its a 2 stroke diesel however of 426 cubic inches. the screaming Jimmy as we call them up here.
One goes better than twice as far on a gallon of fuel than the other because of the efficiency difference.
See where I am heading with this?
We are still stuck on the bigger is better solution and ignoring how much biomass is lost to inefficiency.
On the are you stuck with your factories original programmed PCM?
NO you are not.
I have many times swapped in known good (junkyard!) PCM at the Chrysler/Dodge dealership as a diagnosis try Before we’d ever put in a factory new replacement.
Would it fix the problem?
Just as important was there a short to ground, or a wiring crossfeeding “short” to higher voltage that had killed the previous, original? That Will kill the new replacement.
And I have for family and friends swapped-in junkyard PCM’s to get them back up and running.
This works pretty much across the board untill the huge 1995-6-7 Federally mandated “You-Must-Now” change over period. EBDII
At that time and into the next few years the memory section in the PCM’s were changed over to be erasable and re-writable on-vehicle. EEPROM’s
They the manufacturers of course set this up so could only be done with a factory new-level scan tool. The changed first delivered out to us on hard media. Later. Live, specific, over the Internet. I did multiple hundreds both ways. I joke (true) only ever lost two lobotomized dead. Lighting storm. Internet going down mid-change. Another Tech grabbing and taking the set up scanner. Interrupting.
Ha! Ha! Then for the hotrod/offroad folks speed tuner shops got established who did hack and re-program.
Then . . . early 2000’s for many reasons all of the manufacturers changed over from many=wires system to CAN bus systems. Then as part of the on-vehicle security systems they changed the game again. ALL at point of needing a mechanical change a CAN bus communicating electronic control module was then put in. Your doors. Your power seat. Ect. Ect. Those mandated in-the-wheels pressure monitors. And these did have assigned serial numbers. Installation, changing out you have to factory scanner first erase the previous registered PCM (thin now programable controlling module). And then have the system accept and register as acceptable the new module.
I had more. Much more but in spelling edit the hack-a-vists visited and lock it undeliverable. An old tiresome game now.
Wife want’s me now, soon; gotta’ quit lazing about. Got a whole truck load now to sort out three different ways. Just as soon as she feeds me.
Go with the popular hotrodded/off-road raced and streets raced systems and then the good-guy hacktivists can, and will help you out. For money
S.U.
Bigger-is-better the only way? Wrong. Wrong. Wrong.
The results evidence is right here on the DOW.
Those who HAVE mechanically compression boosted their four-cylinder engines. And are running on woodgas with better useable results.
No reason at all this cannot be just as easily done on five- and six-cylinder engines too.
V engine with more work.
S.U.
Oh heck, that means I have caught it too. Well my Mom would say “she could not die yet, because she had to may things to get done before she dies”. She lived into her 80’s.
I watch her lay some of those things aside not to finish. RIP Mom. She would be over a hundred years old if she was still alive on plant earth. And probably would have gotten everything done.
Bob
I am scrambling to find both my industrial chemistry book, AND my Canadian logging congress book. They showed the Russian ZNIMME -17 gas producer, which was positively ventilated…I think. I can’t call myself a liar because I can’t find the picture of it.
Bad news Bob. Extra years is not a cure. Unless you can lock your brain like one of those ECU’s you are just going to keep coming across new stuff to grab your attention. You think you are going to get that new project done? I think there is a whole other bibliography at the end of that book.
So. For the years of Marcus’s V-10’s it is possible to swap one ECU for the other. Is that right?
With fuels other than gasoline, not dependent on a high pressure fuel pump and injectors is the MAF or MAP sensors required and will the ECU set timing without them?
What I am trying to determine is how many sensors would someone need to stock to be able to keep a vehicle running if those components failed. I am assuming that crank and cam position sensors would absolutely be required.
Yes and no TomH.
The production years of these spans a major communication system change by Dodge/Jeep.
Very noticeably on the PCM size shape and plugs. Later system is called JTEC. (Jeep Truck Electronic Control)
Earlier was called ??? Ahh. SBEC. (Single Board Electronic Control)
SO be a before, and after split on that.
Then in there they changed the flywheels number and spacing on reference teeth counting too.
Before and after split there too.
Yes all distributor-less the primary must have sensors are the crankshaft and camshaft. Then the throttle position sensor too.
Nearly important are the Barometric/Manifold pressure. Then the coolant temperature.
Air inlet temp is low priority.
S.U.
Yes all ditributorless sytems must have
So in some dystopian future where perhaps the rest of the road warrior mutants are running the roads in old dinosaur iron on wood gas these electronic wonders are lawn art? Ladies and gentlemen of the jury, I rest my case.
Nope. Not at all. Go back to R.W, 2.
The “mechanic” can make work guy.
R.W. 4, Fury Road had the “Human Mechanic”.
Gonna’ be the make-do EFI mechanic.
I’ve been doing this for decades now. I’m old.
My smile is back now with Marcus, Chris Seanz and others youngers willing to step
it up now.
Does not need a Master Tech.
Just one of many. HpTuners forum. GM and Fords too:
https://forum.hptuners.com/showthread.php?50386-Jtec-97-04-Pcm-s-support-(L6-V8)
Lots of pictures up on SBEC and JTEC systems.
S.U.
You are just trying to make my head hurt. Not very nice.
I do not know why TomH.
You should be ears to ear grinning too. Now just how many of these re-programmer boys you think can stick weld, eh? I mean really, really stick weld.
Then needs must stick weld with ganged together old lead acid batteries?
You. Bruce Jackson. J.O. Jan, WayneK and others decades experienced, oldsters. (Sorry about that Grandpa’ J.O. and Jan)
Now do that with scraped clean metal clothes hangers and fencing wires for rods. Your own made powder paste and baked on rod coatings.
Now just down to a real, real dedicated guy like you.
Real, iron worker you, can even reach back to drill and hot riveting seen, even if not done.
That just blacksmithing really. Wood char for heating. Make your own rivets.
Skills bartering man.
And all have to eat. What you currently mostly focusing on.
Smile Tom. Smile, big. Smile, wide.
S.U.
The older ROMs (read only memory) were far cheaper at the time. It is really hard to fathom how much prices have dropped for electric components across the board.
Then you had bosch with the patent for ODBII so everyone had to pay royalties to Bosch.
The tire pressure thing was part of the ‘we need to reduce oil consumption’ thing that has been going on for the last 60 years. Now finally we are having to drop bombs a mile down to try and get what is left out. But we finally got smart and started the path towards something else.
I really find this topic interesting, thanks guy’s.
I once talked a lot with an old “engine wizard” building race and rallye engines, he surely had some interesting thoughts about optimize engines for woodgas, i remember he recomended smaller (!) intake valves among other things. Ofcourse he didn’t shared much of his hard earned knowledge, but he would happily help me optimize a head and camshaft for woodgas, (but only if it was an inline 4 or 6)
Anyway i thought i could contribute some about the turbo charging: this is a “schematic” from around -42-43, somewhat a cooperation Finland/Sweden about turbocharging woodgas trucks, wich should have worked quite well, reported about same performance as on gasoline.
As others write, i dont like the idea of a pressurized system either, because the risk of leaks.
Yup thats everything less the fluidized bed.
Allow this one to cross your eyes and widen your mind Tom and Bob. A very well thought out approach to projects needed and wanted, and coming to the ultimate decision of indecision, called “project purgatory”
It’s true that we all have our niches SteveU. Often I have discussed with other flung across the country cyber friends what it would be like to belong to a physical community with individuals being able to focus more on their own best field of en devour and divide skills and tools between them. Everybody should have at least some idea of a wider range of abilities, Eg everybody should provide at least a good part of their own food supplies lest they be totally dependent for their survival on someone else as is common in the world today, but everybody does not have to be good at welding, fabricating, machining, electro hocus pocus, building, ect. Most of us here seem to lean toward Jack of all or many trade status and that is a world better than no abilities other than paper shuffling, keyboard tapping, pompous talking or whatever urbanites do. Right now I have a couple projects in mind that require a machinists lathe which I no longer have. Other than those few things the tool would just sit idle for months at a time. My saw mill works only a few days a year. It would make more sense for me to haul my few logs to a more dedicated sawyer and trade for some welding he may have a need for. Perhaps at some point in the future such a community will become a necessity rather than a pipe dream. It is unlikely that this mode of communication we currently share will persist though it has done marvels for expanding our knowledge. I doubt there was a lot of knowledge in the states about what the Scandinavians were achieving in WG gas during WW2.
