Thread: I'm "chip" confused ???

There was no improvement in economy( I think thats just a bit of a yarn to get people to buy any of these type of chips. More power generally means more fuel costs), although there was a definite increase in power, the economy stayed much the same. I really wasn't taking that much notice before I put the chip in. I only rev it to about 2800rpm as it's not really meant to rev a lot anyway.
Other things such as a bullbar and 2"lift I found to be more damaging to the fuel economy.
I'm not really sure about the postage anymore as it was a bit of a while ago that I got the thing. I think I paid something like about $550.00 delivered to my doorstep.

Cheers,

Jason

Originally Posted by chrisandebreg

a question for the gurus, can the d2a ecu be retrofitted to the earlier d2 thus allowing easier remapping or chipping?

Yes a D2a ECU can be retro fitted to an early model D2. Effectively the same procedure is used as putting an exchange ECU into the D2, but with the extra step of changing the accelerator type in the D2a ECU to the same as that in the original ECU that was taken out.
Correct me if I am wrong, but the D2 generally have a 2 stage accelerator and the D2a has a three stage. The engine is not overly happy if the wrong one is programmed into the ECU. Won't damage anything, just wrong run properly.

As for the chipping, I have a 2000 D2 TD5 Manual with a TRS stage 1 chip that has been in the car about 3 or 4 years. Yes, low down is a tad non-responsive but at about 1800 rpm the turbo spools up and bang she takes off. The chip has made a huge difference to the towing, hill climbs and passing is now safer. Fuel economy is no different to the original ECU whether I drive like a granny or sink the right foot. Can be a little bit sooty if you sink the boot though, but once the engine itself spools up in 2nd it generally settles down. Good to get back at the Klingons at the traffic lights though, they won't sit up you klacker at the next set.

I'm running the PSI Motorsports chip from Paddock. The difference is remarkable but not amazing. The vehicle is no longer a slow slug, but still not as quick as the numerous new crossovers out there infesting french roads.

The price however is downright reasonable, and you can ring up the PSI lads in Luxembourg anytime you want. They speak English and French.

Installation is a walk in the park if you're at all a decent wrench. My only critisism is that the standard LR battery does not leave enough room for a clean installation as PSI suggests. I solved that by ditching the LR battery and instead fitting an Optima red top that I already had sitting around the shop. I now have enough room to properly install the PSI chip and HID ballasts.

I've had a chance to have a good look at both DTUK and DPChip websites ... there seem to be some differences.

This quote from DPChip ...

Be wary of similar European products that only alter fuel volume and not fuel timing simultaneously. They are also only calibrated for Europe's much cooler operating conditions. Only DPChip is developed and tested in Australia. Only DPChip alters the complete fuel and timing mapping to keep peak engine temperatures down and is calibrated for Australia's harsh conditions, poor diesel fuel quality and high air temperatures.

and this ...

Q. I've seen another type of chip that works by controlling the the rate and frequency of injector operation and is plugged in to each injector to achieve this. Does your unit operate in this same manner? i.e. connected to each injector to control injector operation. Also does it monitor exhaust temp and back off if too high?
A. Injector controlling Chips like the one you mentioned are pretty crude in their operation. Simply put 'They see a signal and just extend it only'. Leaving the injector open longer will allow more fuel in a little late (possibly 30+ degrees too late) if anything and they can't change the ignition timing (opening point of the injector). The DPChip on a CRD system operates by manipulating certain signals which will effect changes to 3 areas: the opening point of the injector (timing), the fuel pressure and closing point of the injector (volume). As a rough guide, The timing will be advanced up to 5 degrees earlier, the fuel pressure 500+ PSI higher (allowing better fuel metering in a given time) depending, just like the factory pressure, on what engine RPM, the injector closing later by as late as 5 degrees. DPChip has limitations set into it as well as the engines factory 'Limp Home' function is not disabled. Hence we can offer warranties that no other product can. Note: Injector controller systems are too far 'downstream' of the vehicles computer to have safety features activate if trouble arises. With the DPChip the diagnostics are left intact and the DPChip cannot actually be found electronically.

I'm no diesel expert but surely adjusting the timing as well as fuel injector volume is a plus?

Having said that ... with their xmas discount the DTUK system is $465 delivered!

I like the DP chip spin for their sales. When rang I asked them to justify their prices in comparison to other power chips costs for car and motorbike( I had a chip installed on my Kawasaki Z750, tuned for optimum air/fuel mix every 500 revs on a dyno for $800.00 fitted), there was silence on the end of the phone.
At $1495.00 + $20.00 for postage on Ebay, DP's price is very steep.

As for monitoring the motor/EGT, I fitted a Auber Instruments egt with an annoying little buzzer from Dick Smith and a TM2 temp/water level combo(enough added safe guards for me).

I'm not an expert on all the technical points of how these chips operate but my chip has been in close to 24 months now and I'm very happy with it.


Cheers,

Jason

Hahaha

And just how does the DPChip adjust fuel pressure and timing on a TD5?

Lot of money for a basic output tune

Disco EMU - have a look in my sig line.

It says all it has to.