Fossicker
Hi All,
I need a little help with my D2 Td5. It's been, lets say troublesome over the last 18 months & long story short has had a second hand Engine (140000kms with Top End O/Hall) & Turbo (unsure of history) fitted & I am trying to decided whether to keep the car or not & here's where I need your help.
Almost all of my recent drama's with the car have been Engine based & given that I went to the trouble of having my local Fuel Injection & Turbo place put the car on their Dyno to see whether it was healthy. The figures are in & it produced 79.6hp & boosted upto about 11.5 PSI nice & early. Is this good, bad or about normal?
Thanks in advance.
Stephen
Master
Your horsepower figure equal 59.5 kilowatts which is more than 10kw down that factory specs this could indicate an issue or dyno testing method?
Only 11.5 psi.g boost? Why?
TD5 DISCOVERY POWER RUN - Upgrades - Triumph Rover Spares South Australia
Regards
When we bought our D2 new the power spec was 101Kilowatts and 343nm
Just thinking about it but when you changed things over did you set the injector codes, when i had a MSB ECU in the car we could not set the codes and the car was down a little on power
Master
I presume the OP had a rolling road dynometer run which measures power at the wheels. 101 kw is advertised engine power measured at the flywheel.Originally Posted by MarknDeb
Master
The dyno figures will be no where near factory figures. Factory is measured at the flywheel.
Your figures will be at the wheels, which is always significantly lower.
It also is assuming all the correct parameters were entered. Air temperature will also affect it.
11.5 psi is lower than expected though. And overall power figures perhaps a little lower than I would have thought, but that could well be because of the lower boost pressure.
Sent from my Galaxy Nexus using Tapatalk 2
Those figures do seem to indicate a problem. There is always a difference in flywheel to HP at the wheels, driveline drag & friction sees to that. Is it manual or auto? A quick perusal via google found a few reference points you can use to gain an idea of the beastyPowertrain Performance Graph for Land Rover Defender Td5 110 -02 (90 kW)
http://www.davisperformance.com/davi.../graph_def.gif
http://www.powerchipgroup.com/datasheets/5/LAN0009.pdf
Cheers Scott
Fossicker
Well it seems there is a few things to look at.
MarknDeb, yes we did change all of the injector codes over when the engine & turbo swap happened so that shouldn't be a problem.
Everybody seems to think 11.5 psi is a little low, what should I expect?
After talking to a few Land Rover specialists over here in WA they all seem to thing it's a fuel pump or air mass/flow meter type issue. They all said unless it's bellowing smoke (which it isn't) it wont be an internal issue with the engine which is encouraging.
Anybody had issues with their fuel systems or air mass/flow meters before?
YarnMaster
If you check the notes, the davis performance graph is for a 2.4L Puma engined defender.Those figures do seem to indicate a problem. There is always a difference in flywheel to HP at the wheels, driveline drag & friction sees to that. Is it manual or auto? A quick perusal via google found a few reference points you can use to gain an idea of the beasty
http://www.davisperformance.com/davi.../graph_def.gif
http://www.powerchipgroup.com/datasheets/5/LAN0009.pdf
Cheers Scott
YarnMaster
You should see peak boost of around 14.5psi at the intake manifold if the wastegate hasn't been tweaked from factory settings.
Probably the best way to get an idea of what is going on in the electronics is to use a Nanocom to record the fuelling inputs while you take the D2 for a bit of a blast. This gives you a CSV file of the various engine parameters sampled once a second. It would be nicer if the resolution was a bit finer, but it's better than nothing.
There is a free visualisation app called GraphicViewerCSV that presents the data in a more understandable fashion:
This lets you - or someone who has a better understanding of how the engine should run - check the inputs the ECU is receiving for sanity.
The image posted above actually shows the engine over-boosting (dark blue line) then the input flatlining at it's default value (100kpa) before recovering. This was eventually traced to a split hose running from the turbo-intercooler pipe to the wastegate modulator. The bright green trace is air flow measurement from the MAF, and the yellow is the ambient pressure measured on the intake side of the air-filter.
You might be able to find a AULRO member nearby with a Nanocom who is happy to do a session with you. Worth a try before randomly changing bits.
cheers
Paul
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