We've had a number of reader comments and queries about "power chips", which on the surface would appear to be a reasonably inexpensive option for coaxing more power out of diesel engines. As a consequece of doing our own independent testing of the Banks power upgrade on our Dodge Cummins, we have considerable confidence both in Banks products and their commitment to quality power soutions. We decided to put the question to Gale Banks, to get the benefit of his opinion on "chip upgrades". He replied to our question, and we've decided his anser could be of interest to other RVers -- so we're posting it below.
QUESTION: We've had a number of readers ask questions or offer comments about "chips" -- presumably some type of device which promise power enhancement through the updating of an electronic device which contols engine performance. I'm curious about this approach to getting more power from a diesel engine. Apparently it's a less expensive option. But knowing the emphasis of your products on total engine balance and efficiency, I'd be interested to know what your take is on "chip upgrades".
Hi Tom,
Electronic engine management systems
are common on newer gasoline and most current diesel engines.
Devices used to amend the spark, fuel delivery or other engine
functions controlled by these electronic systems are commonly
referred to as "chips." In reality, they consist of
many chips plus other electronic devices, mounted on a printed
circuit board. Consequently, I prefer the term "module,"
eg: Banks OttoMind module.
Cummins B5.9 12-valve engines are not electronically controlled.
Cummins new 5.9 24-valve turbo-diesel is. So, there is no way
an earlier engine can be "chipped." Our engineering
group has a 24-valve electronic tuning device in test, with good
results so far ... so, stay "tuned."
There are devices to mechanically increase fuel delivery on B5.9s
that are sold as discrete items. They work much the same as electronic
chips sold alone. At Banks, we do not sell any product that increases
fuel delivery without accompanying airflow-improving hardware.
Here's why: Just adding fuel to a diesel without addressing necessary
airflow improvements will result in more boost and power, due
to a now excessive "burn-down" fuel rate. Sure, more
fuel makes more power, due to excessive exhaust energy (temperature)
... which, by the way, gradually kills your diesel. The reason
these "fuel-only" guys are still around to sell these
things is that it takes a while to kill a diesel engine.
With a device over-fueling things, boost
is up, but not enough to provide a correct (safe) air-fuel mixture.
So, the engine runs a higher exhaust temp at any comparable power
output. At wide-open throttle and with a load, the EGT reaches
what we in the racing industry call "on kill." The net
result is greatly reduced engine life, or -- if you work it hard
enough -- stuck pistons. In short, if you haven't dealt with airflow,
stay the hell away from adding fuel -- or buy a pyrometer and
drive to the edge of the cliff (max EGT). What I mean is, your
right foot will be regulating fuel back to what was probably the
stock fuel rate before the device was added. And, consider this
-- your pyro is reading history. Because of the probe's thermal
lag during acceleration, you can over-fuel on hard throttle and
never know it.
A
company that makes Power Stroke equipment -- serves to make
my point. A great hint as to its expertise -- or lack of same -- appears on
the back of their chips. It reads:
"CAUTION: Using this product without frequent
exhaust manifold temperature monitoring can result in a catastrophic
engine failure. It is therefore necessary to utilize an exhaust
pyrometer instrument capable of measuring exhaust manifold temperature
upstream of the turbocharger. Under no circumstances should the
exhaust manifold temperature exceed 1250 degrees Fahrenheit."
Other outfits don't even give you the courtesy of a warning.
Correct calibrations require engine design knowledge and a big
budget commitment by the aftermarket manufacturer. At Banks we
spend thousands of man-hours testing on the dyno and in the field,
developing precise part- and full-throttle fuel rates, carefully
monitoring air-fuel ratios, fuel economy, EGT, performance, horsepower,
torque ... there's more but you get the idea. We balance everything
against the engine manufacturer's guidelines and measurements
derived from a range of stock engines We develop what I term the
"safe envelope" as regards air-fuel ratios and temperatures,
and then we back off to establish an extra margin of safety. We
have levels of power and pricing, dictated by the cost of the
airflow improving components, e.g.: air inlet improvements, turbine
housing, exhaust piping and muffler, boost-air piping and/or intercoolers.
Guys buy diesels because they are rugged and go the distance.
If you're accustomed to 100K-mile gas engine durability, you might
not complain when your constantly over-temped and over-fueled
diesel requires major work at 150K miles. But get this: over-fueled
by crude hammer-and-tongs "chip-meister" product, your
diesel runs rich everywhere, regardless of the load and speed.
Guys watch their max EGT, but it's the EGT increases over the
full range of power output that are insidious, literally "chipping"
away at engine life. And, realize that Rich = Excess soot past
the rings = Less engine oil life, as the soot degenerates the
zinc dithyo-phosphate (extreme pressure) component in the oil
(something diesels need, big time, if they are to survive). Bottom
line, Cummins diesel pickups have an engine life expectancy of
300-400K miles. Why would you want to sacrifice a big chunk of
that?
To answer the need for a safe, low-cost power improvement, we
are introducing "Banks Git-Kit." It gives 1994-98 Dodge/Cummins
B5.9s a big dose of power at a low cost. Git-Kit adds 38 hp and
96 lb-ft of torque, and does it without over-fueling or causing
a high EGT. The Cummins Git-Kit includes a Banks OttoMind fuel
calibration assembly and high-boost wastegate actuator assembly,
all for under $500. We Git-Kit the Ford Power Stroke too.
Maybe this is a bit more than you wanted to know about "chips" -- but the bottom line is that you've raised an issue that we'd really like more RVers to understand completely when they're making choices about power upgrades.
Gale