{"id":12334,"date":"2021-02-08T05:24:28","date_gmt":"2021-02-08T05:24:28","guid":{"rendered":"https:\/\/www.obd2tool.com\/blog\/?p=12334"},"modified":"2021-02-14T08:53:47","modified_gmt":"2021-02-14T08:53:47","slug":"how-to-use-volvo-ptt-to-perform-egr-valve-dyno-test","status":"publish","type":"post","link":"https:\/\/www.obd2tool.com\/blog\/how-to-use-volvo-ptt-to-perform-egr-valve-dyno-test\/","title":{"rendered":"How to Use Volvo PTT to Perform EGR Valve DYNO Test"},"content":{"rendered":"

After Volvo EGR valve replacement,for purpose of get rid (burn) of the EGR valve O-rings,you need to use Volvo PTT software<\/a> to do EGR valve DYNO test.<\/p>\n

Preparations:<\/strong><\/p>\n

How to Download,Install and Activate Volvo Premium Tech Tool PTT 2.7.98?<\/a><\/p>\n

GENERAL TEST GOAL<\/strong>
\nWe need T1 (EngExhTemp) to reach about 430\u00b0C (806\u00b0F) which should correspond to about 550\u00b0C
\n(1022\u00b0F) exhaust manifold temperature.
\nThis 550C is our real target, but we have no temperature sensor there.
\nWe need to have that temperature for a minimum of 18 minutes.
\n\u2014-T1 = Exhaust temperature at DPF Inlet = approximately exhaust temperature at engine outlet =
\nEngExhTemp (in Volvo engineering tools). This is not DPF Temp!
\n\u2014-T1 + 120\u00b0C (248\u00b0F) = approximately exhaust manifold temperature = approximately exhaust
\ntemperature at EGR valve (just for your information).<\/p>\n

CHASSIS DYNO TECHNICAL REQUIREMENTS and PREPARATION<\/strong>
\n\u2014\u2013Select a heavy duty chassis DYNO that can handle HD Trucks wheel HP, high wheel torque (high HP at low RPM), and vehicle drive axle weight.
\n\u2014\u2013Minimum 300Hp at drive axle wheels. For more information please refer to technical details table at the end of this procedure.<\/p>\n

VEHICLE PREPARATION<\/strong>
\n\u2014Check engine oil level.
\n\u2014Closely monitor coolant level, and note it. We may need this information later on.
\n\u2014Remove ABS fuse #23 (located in front electrical compartment).
\nReason: rear wheels turning + front wheel not turning = Incoherence = ESP engaged.
\nABS fuse removal avoids this behavior.
\n\u2014IMPORTANT: to prevent activation of the AFSS (automatic fire suppression system), unplug
\nconnector L282A at the extinguisher cartridge.
\n\u2014HVAC running at full capacity if needed (see note 3 below).<\/p>\n

TEST PROCEDURE \u2013 Without Premium Tech Tool (BLIND TEST)<\/strong>
\n\u2014With Allison : Transmission should be set in 5th gear (see note 1 below).
\n\u2014Adjust engine + DYNO parameters for engine to be running at FULL LOAD, at 1200 ~ 1250 RPM.
\nMake sure conditions are as stable as possible.
\n\u2014Once a stable condition is reached, have a full load warm up of 2 minutes (see note 2 below).
\n\u2014Run 18 minutes at full load ~1200 RPM (see note 2 below).
\n\u2014Total = 20 minutes at FULL LOAD ~1200 RPM (see note 2 below).
\nNote 1:
\nTransmission should be set in 5th gear. (At lower gears, high torque could break the DYNO.)
\nUnfortunately fluctuations may occur, mainly at lower engine RPMs.
\nAt low RPM + high loads, the transmission has the tendency to down shift in 4th.
\nIf you use the DYNO of an Allison Transmission Dealer, the best thing would be to ask them to use the Allison DOC Interface tool, and perform a clutch test to really LOCK the transmission in 5th gear.<\/p>\n

This is what has been done during the first DYNO test performed in Quebec city.<\/strong>
\nNote 2:
\nUnfortunately fluctuations will occur, because of our large cooling fan being engaged & disengaged, or previous gear down shifts in 4th.
\n\u00b7 Engine should remain at full load, in the 1200 ~ 1250 RPM target range.
\n\u00b7 Dynamometer parameters should be continuously adjusted to compensate.
\nYou can either adjust DYNO load, or vehicle wheel speed.
\nFor example, with an axle ratio of 3.58, we were constantly adjusting target speed between 55 and 58 MPH. And it did work well.
\n\u00b7 1250-1300 RPM can be reached for short periods. Not ideal, but no limitation.
\n\u00b7 1300-1400 RPM can be reached for short periods of time (<10 sec). No compensation required.
\n\u00b7 1300-1400 RPM for longer periods of time, please extend test time to compensate for \u00a82x time lost\u00a8.
\n\u00b7 >1400 RPM can be reached, but if it happens, please extend test time to compensate for \u00a82x time lost\u00a8.<\/p>\n

Note 3:
\nCheck technical details table at the end of this procedure, you will notice that, in the range of 1200-1250 RPM, vehicle wheel HP can reach 340HP.
\n\u00b7 In case DYNO HP is around 300HP at the wheel, it will be limit (this was our case!).
\n\u00b7 In order to help, we were making the HVAC running at full capacity.
\nTEST PROCEDURE \u2013 With Premium Tech Tool (and monitoring T1)
\nExact same activities as previous procedure.
\n\u00b7 With Allison : Transmission should be set in 5th gear (see note 1).
\n\u00b7 Adjust engine + DYNO parameters for engine to be running at FULL LOAD, at 1200 ~ 1250 RPM.
\nMake sure conditions are as stable as possible.
\n\u00b7 Once a stable condition is reached, have a full load warm up of 2 minutes (see note 2).
\n\u00b7 Run 18 minutes at full load ~1200 RPM (see note 2).
\n\u00b7 Total = 20 minutes at FULL LOAD ~1200 RPM (see note 2).
\nBut monitoring engine exhaust temperature (T1) will allow you to be more confident on the exhaust temperatures and high temperature condition cumulated time achieved.
\nNo uncertainty like, should I run a little longer?
\no Target Engine exhaust temperature : T1 >= 430oC (806\u00b0F)
\no If you reach or exceed this temperature for a minimum of 18 minutes, you\u2019re all set!
\no No need for >1300 RPM monitoring. No time compensation for >1300RPM.
\nFYI, on H3 we reached a steady 425\u00b0C-460oC (797\u00b0F-860\u00b0F), and on XL we reached a steady 450\u00b0C-485oC (842\u00b0F-905\u00b0F).
\nPOST TEST PROCEDURE
\n\u00b7 Reinstall ABS fuse #23.
\n\u00b7 Prior plugging the AFSS extinguisher cartridge valve electrical connector L282A, start the engine and make sure that the fire extinguisher hasn\u2019t been triggered during the DYNO test because of a overheat condition. If this is the case, a fire \u201calarm\u201d lamp and an audio alarm activate. The engine will stop after a delay of 15 seconds. You must have a new linear thermal detector installed before (LTD) connecting the extinguisher cartridge valve. Reset the system<\/p>\n

OPERATION & MAINTENANCE MANUAL FOR FIRE PROTECTION SYSTEM AS INSTALLED ON PREVOST H345 & EPA10 VEHICLES)<\/strong>
\n\u00b7 Make sure dynamometer chains holding vehicle in place did not make scratches on paint. In case,please make touch-ups.
\n\u00b7 Verify plastic connectors and plastic hoses near urea injector to make sure it is not melted.
\n\u00b7 Verify there is no coolant spill.
\nIf you see a spill, please get back to us with few comments (quantity lost, coolant level change).
\nAnd also tell us if this vehicle has a stainless steel surge tank (grey), or an aluminum tank<\/p>\n

TECHNICAL DETAILS TABLE<\/strong>
\nRAR 3.91-Target range in shaded area (approx. 1200 rpm, maximum torque, minimum rpm range)<\/p>\n

\"\"<\/p>\n

RAR 3.58-Target range in shaded area (approx. 1200 rpm, maximum torque, minimum rpm range)<\/p>\n

\"\"
\n\"\"<\/p>\n","protected":false},"excerpt":{"rendered":"

After Volvo EGR valve replacement,for purpose of get rid (burn) of the EGR valve O-rings,you need to use Volvo PTT<\/p>\n","protected":false},"author":1,"featured_media":12335,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[65,2368],"tags":[2388,2386,1954,1914,2385,2387],"views":2275,"_links":{"self":[{"href":"https:\/\/www.obd2tool.com\/blog\/wp-json\/wp\/v2\/posts\/12334"}],"collection":[{"href":"https:\/\/www.obd2tool.com\/blog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.obd2tool.com\/blog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.obd2tool.com\/blog\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/www.obd2tool.com\/blog\/wp-json\/wp\/v2\/comments?post=12334"}],"version-history":[{"count":2,"href":"https:\/\/www.obd2tool.com\/blog\/wp-json\/wp\/v2\/posts\/12334\/revisions"}],"predecessor-version":[{"id":12413,"href":"https:\/\/www.obd2tool.com\/blog\/wp-json\/wp\/v2\/posts\/12334\/revisions\/12413"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.obd2tool.com\/blog\/wp-json\/wp\/v2\/media\/12335"}],"wp:attachment":[{"href":"https:\/\/www.obd2tool.com\/blog\/wp-json\/wp\/v2\/media?parent=12334"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.obd2tool.com\/blog\/wp-json\/wp\/v2\/categories?post=12334"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.obd2tool.com\/blog\/wp-json\/wp\/v2\/tags?post=12334"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}