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I love a 2.0 common rail diesel, so to get in a rare GTS model is a right treat! These cars are great to tune and deliver excellent performance out on the road. Join us whilst we tune this one, no pay walls, no smoke screens, not sat in a waiting room whilst someone does the work...
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0:00
we've got something a bit special for
0:02
you today we've got a srao GTS diesel
0:06
these come with the 2
0:08
l77 horsepower common rail diesel engine
0:12
they're kind of like a diesel Soro R
0:15
let's see what we can do with it first
0:17
things first let's pop the Bonnet give
0:19
it a health
0:21
check our under Bonnet checks on these
0:24
generally speaking I'm looking for Boost
0:26
leaks signs of boost leaks I'm going to
0:29
check with oil level I'm going to check
0:31
the coolant not contaminated I'm going
0:33
to make sure that everything's all
0:34
plugged in and working and there's no
0:36
signs that it's previously had an EGR
0:38
Delete or anything like that we're going
0:40
to look and see if it seems like the DPF
0:42
is being tampered with just generally
0:44
give everything a good look over now
0:46
that we've checked under the Bonnet and
0:47
done our basic health checks we can do a
0:50
fault code scan we will scan every
0:52
single module on this vehicle and find
0:54
out if there's anything that we need to
0:55
be worried about before we tune
0:58
it Booyaka
1:06
sh a lot of people don't understand what
1:08
we do and what data logging is hopefully
1:11
this will show you just quite how much
1:13
data we can actually achieve out on the
1:16
road when we're logging these this is
1:18
what we call the live screen in the
1:20
background there's 33 objects being
1:22
recorded but we're just looking at these
1:24
live datas for now that will give us a
1:26
good idea and this is enough to see out
1:28
on the road initially how the cars
1:30
performing so we've got engine speed
1:32
throttle position calculated torque
1:34
Inlet air temperatures injection
1:36
quantity boost pressure set point actual
1:39
boost pressure wastegate Duty EGR
1:41
position injection timing and
1:43
differential pressure at the particulate
1:45
filter in the background there's a lot
1:48
more detailed information being stored
1:51
but for this when we're going out and
1:53
initially data logging this is what I
1:55
want to see as a snapshot of is the car
1:57
that I'm working on any good or not what
1:59
do we when we go out data logging um
2:01
this will be something that's quite new
2:03
to a lot of people because the way that
2:04
we tune on the road is I think quite
2:07
unique in this day and age normally what
2:10
we would do is we would have customer in
2:12
the car with the laptop on their lap we
2:15
would have me in the driver's seat doing
2:16
the driving side of things and getting
2:18
the data that I want we talk the
2:20
customer through the data that they're
2:22
going to be seeing and we' tell them how
2:24
to record the
2:28
data and immediately I can pick up on
2:31
the normal areas that we see on these
2:33
common rail diesels they're a little bit
2:36
flat low down and the way that the Boost
2:38
builds in I think is quite
2:49
slow one of the areas that I really like
2:51
to focus on when we're tuning any
2:53
vehicle is getting the part throttle
2:56
driving right and the sort of driving
2:57
that you're going to do on a daily basis
3:01
after you've had your car tuned in six 8
3:03
weeks time it's going to feel normal
3:05
again so we need to make sure that these
3:07
part throttle driving situations are
3:11
perfect generally speaking when we do
3:13
our test drives we will do the same rout
3:16
over and over again the reason for that
3:18
is I like to have repeatable results on
3:20
the same road so that we can compare
3:22
apples with apples and what we're going
3:25
to do as we come off this roundabout I'm
3:28
going to tap the space bar on my lap top
3:30
that starts the data recording and now
3:33
I'm going to go foot flat to the
3:35
[Music]
3:40
floor and we'll stop
3:43
there push the space bar again push the
3:47
enter button on my laptop and that's now
3:49
stored that data log so that when we get
3:51
back we can analyze it data logs for me
3:55
data logs are the reason why you should
3:58
come to us because because the way that
4:00
we understand these data logs and the
4:02
way that we talk through them the way
4:04
that we can work out exactly what's
4:05
happening with the car is I think Second
4:07
To None what we want to look at first of
4:09
all is how healthy the turbo is so we
4:12
can see this Bluey gree line here is
4:14
boost pressure and the red line is
4:16
requested boost pressure p ID is a
4:19
really important thing it is how a
4:21
closed loop system manages itself so
4:24
it's saying this is where you are this
4:26
is where you want to be get going but
4:29
what it doesn't want to do is get going
4:31
to the point that it overshoots and then
4:33
has to correct itself so what happens is
4:36
as the set point gets met it slows
4:40
itself down to create this nice
4:43
curve then it's got to hold that boost
4:46
pressure and you can see here it's under
4:49
then it's over then it's under then it's
4:51
over and then it's under that's because
4:53
the boost control as standard on one of
4:56
these isn't the best next up is
4:58
wastegate Duty so how hard the turbo is
5:01
having to work to provide that boost
5:04
pressure fuel pressure that's the next
5:07
thing request versus actual next up is
5:09
the Lambda reading so this is the air
5:11
fuel ratio of what's coming out of the
5:13
engine so what the exhaust gases are
5:15
like fuel injection quantity so how much
5:17
fuel's being put into it and if we
5:19
overlay that with the calculated engine
5:23
torque you can see they take on fairly
5:26
similar
5:28
curves we want to look at the inlet
5:30
temperatures and make sure it's not
5:31
getting too hot and that is absolutely
5:33
perfect barely 15° which is awesome
5:36
exhaust gas temperature we saw 680° at
5:40
the end of that pull and if we just
5:43
stretch this graph out now you can see
5:45
it dropped away then so yeah long and
5:47
short of it is that's how we would
5:49
interpret a data log and what we would
5:50
look at to work out how healthy a car is
5:53
and to Define what we can do when it
5:55
comes to tuning it on this particular
5:57
car I've done a couple of thousand 2 L
6:02
tdis the aim with this one is just to
6:05
tidy up the common issues that we get
6:07
with these cars so the poor throttle
6:08
response the poor initial pull away and
6:11
just generally get it running as it
6:12
should have left the factory so what I'm
6:14
going to do is I'm just going to flash
6:16
in something off of our database and
6:18
then we're going to go out and drive it
6:20
see how it responds and see if that's a
6:22
good fit for the hardware on the car but
6:24
most importantly if that's a good fit
6:25
for what the customer wants if that
6:28
file's found its way to our data base
6:30
that's because we've tried tested and
6:31
developed it I do Post quite a lot about
6:34
the fact that we regularly reuse tunes
6:37
and it's not necessarily something to be
6:39
ashamed of saying that you custom Che in
6:42
every single car just makes you a liar
6:44
no one does that that's how I feel about
6:47
it that's flash
6:49
now which means it's time for a test
6:52
drive possibly with the least
6:54
enthusiastic man you've ever met in your
6:57
life it's definitely a decent
7:00
it right now you would not know it was a
7:02
diesel It's a humor M but it's no no it
7:05
just feel nice it feels L better at the
7:06
bottom end there the the the power as it
7:09
feeds in don't feel as uh you know delay
7:13
there you go there's a dollar per power
7:15
at 2,000 reps I am impressed
7:18
yeah nice good that and there we have it
7:23
177 horsepower srao GTS Northeast tuned
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