Thanks Paul,
appreciate your effort and time explaining the finer points and the work you have done.
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Thanks Paul,
appreciate your effort and time explaining the finer points and the work you have done.
Had a guy I know in the UK who's running a VNT and 3.5Bar sensor give the MAF mod a bit of a stress test. He's running just under 29psi boost, and managed to push the MAF into limiting at somewhere around 855kg/Hr without too much trouble. The MAF seems to limit at around 26psi boost with his VNT.
Comparing logs with one done a few months ago the relationship between the MAP and MAF readings are the same but the are a lot more data points at high flows and far few at zero on the MAF axis.
cheers
Paul
Excellent work Paul..... you've really torn this ECU to pieces!!!
Just for understanding (depends on my poor english...):
The MAF is not the limiting factor?
Changing the MAP, adjusting the ECU for this and then the original MAF will work with more amount of air flow?
You need to also change the ECU setting for the MAF.Quote:
Originally Posted by Werdenfelser
I've altered both the stock curve, and the ADC parameters to make it work. These ideas are not new - this sort of manipulation is quite common on other engines. It's simply that lack of information made it impossible on the Td5 in the past.
The original MAF has usable range above the 710kgHr specified in the engine maps. It's outside the calibrated range but the readings seem to maintain the same slope vs the MAP as below 710 so it appears to be accurate enough.
The limitations are that the ADC converts a maximum value of 5V and the further above 710 you go the more uncertain the accuracy becomes. 850kgHr looks to be as far as you can meter with this method. In theory you could set the limiter slightly higher than 5V and let the ADC saturate the reading at 5V//870kgHr - effectively a soft clamp on the MAF.
These levels of airflow are way beyond the safe capacity of the stock turbo btw.
cheers
Paul
Thanks. :DQuote:
Originally Posted by Tombie
I've actually started to post what will end up being a guide to remapping and modding the Td5 ECU. I should have written more before I started posting because I've got bogged down talking about it here and on D2BC.
Td5 Tuning - a "new school" approach | DiscoTD5.com
There is a bit of info about Airmass and nanocom logs at the moment. It's a bit patchy so needs to be cleaned up and I'll be adding something on the smoke maps when I get a chance.
Quote:
Originally Posted by wobba79
Had this on mine. Looking like throttle pedal potentiometer.
Wobbles problem sounds like the old Delaminating hose issue
Hi Lara,
I went down the track with the throttle pedal potentiometer issue, with the amount of redundancy built into the throttle pedal I doubt that the pedal will be the problem. If you know it is fine, if you are looking for something to blame that is a challenge to remove check and put back you have found it.
I would suspect a lot of other things before I went looking at the throttle pedal.
Cheers Marty
Hi all,
Found this thread last night and have been reading with interest, as I have a very similar problem on my Discovery 2 Td5 (2000 auto model).
Perhaps a combined process of elimination might help both of us solve this problem more quickly and cheaply.
I'll summarise a few things under several headings.
The issue
The car has significantly low power prior to 2000rpm, when the turbo kicks in and the car launches away.
For example, after start up this morning, I counted 6 seconds with the accelerator depressed 3/4 of the way down before the car achieved the necessary 2000rpm for the turbo to kick in. During this time, the car had only travelled approximately 10m!!! Just to clarify, this was in high range!
At the next intersection, it took 4 seconds and progressively improved as the car reached normal operating temperature.
However, there have been occasions when the issue is worse when the car is hot!?!
No black smoke for me though.
Solutions tried so far
Thinking it was a worn, sticky wastegate, I had the turbo professionally replaced with a new unit - no difference
I then did the following:
Removed EGR and replaced with a professionally made blanking kit - no difference
Replaced intercooler with the larger D2update type after cleaning it thoroughly- no difference
Replaced the rubber intercooler hoses with silicone hoses (as I've heard that rubber ones can delaminate internally and block air flow) - no difference
Cleaned the Mass Airflow meter thoroughly with the correct Mass Airflow cleaning spray - no difference
Cleaned the sensors that go into the air filter and inlet manifold with Electrical Contact cleaning spray - no difference
As you can see, I've tried quite a few remedies without success, but hopefully a solution isn't too far away.
Other ideas
Of course, the abovementioned sensors might still be defective, despite the clean. However, the car runs the same even when the MAF is disconnected.
Other relevant information
My car is fitted with a reflashed ECU from Triumph Rover Spares and professionally installed/set up by Les Richmond Automotive, along with a brand new auto (approximately 1 year old now)
The car drives fine in every other respect apart from being less fuel efficient (ie gets 100km less per tank than normal), since the problem arose.
Any thoughts would be much appreciated
I hope that my efforts so far may also help others with this issue.