Bosch and Gale Banks Engineering are working together to create a full-race version of the 2006 Bosch EDC16 electronic diesel controller. Bosch recently sent one of its engineers to work with Banks’ engineers to modify and adapt the Bosch EDC16 from its use in production passenger vehicles to a full-race application.

The engine control software used in the Bosch EDC16 has been developed in Europe for use on diesel-powered passenger vehicles. The engine control computer regulates everything from emissions control devices to managing minor changes in engine power output—increasing engine torque slightly when, for example, the air conditioner compressor is switched on, so that power delivery remains as smooth as possible.

The majority of these designed-in features are unnecessary on a race vehicle and all of the unneeded control parameters have been eliminated from the production EDC16 controller. This will allow Banks D-Max Type-R to be operated at maximum power levels on the engine dynamometer without the presence of a production transmission, vehicle speed sensors, etc.

This process would have taken much longer if Bosch had not sent a technical project coordinator from Germany, to spend a week training Banks’ engineers on Bosch software. Antoine Magne helped Banks engineers to get a quicker grasp on the Bosch EDC16 control strategy to accelerate calibration development.

The streamlining of the production Bosch software for race use also included modifying the software controls that safely regulate the operation of the Duramax engine in a stock configuration—boost and engine speed limitations were increased, and fuel injection amount and timing limitations were also increased. The number of fuel injection events per cylinder cycle was modified as well. In stock form, the Bosch EDC injects small amounts of fuel  before and after the main fuel injection event—this helps minimizes engine combustion noise and decreases emissions. However, it can be detrimental to power production as it makes it difficult to quickly inject the large amounts of fuel necessary for higher-RPM power production.

The Duramax engine program is moving forward rapidly. As with any engine program, Banks’ engineers wanted to know the engine’s capabilities in its standard form. All of the testing so far was performed on a 2005 Duramax LLY engine in stock configuration with its Honeywell’s Garrett variable-nozzle turbocharger (VNT). The Bosch software allows complete control over turbocharger operation, allowing development of a maximum boost curve based on a safe maximum turbocharger shaft speed of 125,000 RPM. Fuel injection delivery was also maximized in a similar fashion while monitoring exhaust gas / turbine inlet temperatures. Lastly, injection advance was optimized to generate maximum power without exceeding a safe peak in-cylinder pressure, as monitored by the Hi-Techniques combustion analyzer.

Benchmark testing of the stock Duramax (with the modified Bosch EDC16 controller) allowed Banks’ engineers to perform tests that revealed over 460 horsepower available with torque numbers exceeding 850 lb-ft below 2500 RPM (stock advertised horsepower is 300 or 310 with Allison automatic transmission and 605 lb.-ft. torque). The engine’s operating RPM was also safely extended to 3800 RPM during initial testing. Durability in stock configuration at these high power levels will require more testing.

Banks engineers were carefully observing airflow during this testing and in stock configuration airflow was at its maximum at these power levels.

The next steps in engine development will include airflow improvements to the engine’s manifolding and turbocharger arrangement for the D-Max Type-R’s 650 BHP and 5500 RPM goals.