There are a lot of reason I don't like selling the Stage 2 tunes. Mostly you don't know how the person driving the truck will use the power. I sold a gentleman a Stage 2 tune not long ago that in the first two weeks of driving the truck he blew his motor up twice. The first time he climbed a mountain and scored two cylinders. I sat him down and explained to him HOW you are supposed to take care of an engine while working it hard with high horsepower. After the rebuild I talked with him again and went over everything, along with going over the engine and telling him how I wanted it driven and the engine broken in..........

that engine lasted 143 miles

When I went up to see how he burnt it up this time.........every cylinder was scored. The owner said it never got hot, but the rings on number 1 got so hot they melted into the ring land groove. I plugged my laptop up and there weren't any stored events in the ECM for high water temperature or low oil pressure. So I wanted to know how high the EGT's got, when I asked him about this.......the answer I got was that the pyrometer wasn't working and he didn't know. I would bet they went over 1400*F for quite a bit of time to do the damage he did. He kept claiming he went up a small hill.....I finally got him to tell me what hill he went up and how fast and heavy he was. I know the hill.........it ain't small, it works a truck hard. The hill was only 4 miles long at a 4% grade and he only weighed a little over 90K. He went up it in high gear passing everything out there, until he took his foot off the throttle at the top of the pull.

Needless to say I cut the motors nuts off after that explanation. I had him fix his pyro also. He has a Cummins turbo that should be moving enough air

The problem I'm finding more and more is not many people understand how to drive a truck with horsepower anymore. Since the mid 1990's everyone has driven electronic motors that take care of themselves under all driving conditions. The driver doesn't have to watch anything and make decisions on how to drive up a mountain.......pull it down and downshift........pull it down again and downshift........this gentleman thought if the engine wasn't pulling down, he didn't need to downshift to help keep the EGT's low. He could have pulled the grade a complete gear lower in the tranny and been turning the engine 1800 RPM and went up the grade at the same speed.......he wouldn't have hurt the motor then, but he never knew this and didn't understand it when I explained this to him the first time. He was still lost after the second time.........this is when I gelded it for him. He still has a very stout runner and I plan on giving him some power back after he drives it awhile as it is now. I want him to learn how to take care of it first.

The PDI Stage 2 tunes in the Acert engines aren't as radical as this tune is. I don't like to push the Acerts for a few other reasons.......1) I don't like the high compression ratio.....2) I don't like the twin turbo set up and the fact it can't be upgraded. It's very restrictive on the exhaust side in my opinion and this limits how much you can push them. I'm not against twins if they're built/sized for the horsepower level you're trying to achieve.

Kolego, gwoli ścisłości, Scania 4 była produkowana do 2004 roku.

Opinia faceta, który zajmuje się tuningiem Caterpillarów Dla wyjaśnienia Stage 1 - około 725 KM, Stage 2 - 800 KM


Na nasze, w telegraficznym skrócie, zrobił dla faceta tuning na właśnie te 800 KM, stary dziadek, właściciel samochodu. Wysadził motor 2 razy w ciągu dwóch tygodni. Najpierw podczas wspinaczki pod górkę, poszły 2 tłoki, wyremontowali, powiedział mu jak ma jeździć. 143 mile później dziadek rozwalił wszystkie 6, wchodził na 4 milową górkę, ze wzniesieniem 4 % i nie zszedł z żadnego biegu. Temperatura spalin była tak ogromna, że z silnika zrobił się w pewnym sensie piec.

- w żaden sposób moje doświadczenia, tylko tłumaczę -

Kolego to wiem dlatego opisuje 114L, a data rejestracji swoją drogą

Tomek Tszpak albo Łukasz MB wyjaśnij bo nie dam rady

w Stanach w zasadzie niezmiernie rzadko sprawdza sie normy emisji spalin

niewielu sie przejmuje konsumpcja takiego potwora

nie wychodza one ponad 4 - 5 MPG przeliczcie sobie ile to w litrach

...spotykam wiele VOLVO z modyfikacjami u prywatnych wlascicieli ( nie spotkalem sie jescze z tym w autach flotowych !!! )...

samochody ciężarowe mają służyć do długotrwalej pracy i tak są skonstruowane, natomiast jeżeli chce się je tuningować to wtedy nie należy ich używać do normalnej pracy, ale zloty, pokazy, spotkania.
jak buty ztuningujesz na lakierki, to raczej nie dobrze w nich wywozić gnój z obory.

co do SCANII i wtryskiwaczy okretowych to sa one przystosowane przede wszystkim do INNEGO TYPU PALIW !!!! oraz cisnien w silnikach niskoobrotowych o duzej mocy, ogromnym momencie obrotowym i nie wierze ze sprawdzaja sie bezawaryjnie w sprzecie kolowym ogolnego przeznaczenia ( silniki okretowe sa zaprojektowane by pracowac non-stop przy stalych obrotach bez gwaltownych zmian obciazen ) jak zobacze jakis dzialajacy to sie przypatrze i popytam z ciekawosci