Hey Brett, same sort of specs, main difference this one which is my exact car shows the lower power output and obviously less features as it is the lower spec not the HSE.... Notice the STD FLOW SERIES comment? this is what i was cursing about.... both cars despite being different power outputs are referred to as STD FLOW SERIES!! In light of this topic im confused with this written statement.... so i wasn't having a go at Gordon, please believe that, i was just trying to make sense of it!!!! I underlined the points of interest3.0 DIESEL
Published: 17-Jan-2013
Fuel Charging and Controls - TDV6 3.0L Diesel - Fuel Charging and Controls - System Operation and Component Description
Description and Operation
System Operation
ENGINE STARTING
During starting, the fuel rail pressure must be at least 150 bar (2175 lbf/in2). Should the pressure be below this figure, the injectors will not operate, resulting in the vehicle not starting.
ENGINE STOPPING
To stop the engine the ECM stops energizing the actuators in the fuel injectors, therefore, no fuel is injected and the engine speed drops to zero.
Refer to: Electronic Engine Controls (303-14A Electronic Engine Controls - TDV6 3.0L Diesel, Description and Operation).
HP FUEL PUMP
When the HP fuel pump is rotated, pressure is created when the volume control valve is open and the Pressure Control Valve (PCV) is closed. Both valves are electronically controlled by the ECM to allow variable fuel delivery and pressure control. When the ECM (engine control module) actuates the piezo actuators, the fuel rail pressure drop is off-set by additional fuel being delivered to the fuel rails by the PCV. The fuel pressure in the system is reduced within a few seconds after the engine has stopped as the pressure control valve no longer has the holding current it requires, and therefore opens. No residual pressure remains in the system and the fuel is returned to the LP fuel return line to the fuel filter through the open PCV.
Component Description
LOW PRESSURE (LP) SYSTEM
LP Fuel Pump
The electric fuel pump is located inside the fuel tank. Fuel is pumped from the tank via the in-tank fuel pump, to the HP pump via the fuel filter.
Refer to: Fuel Tank and Lines (310-01A Fuel Tank and Lines - TDV6 3.0L Diesel, Description and Operation).
Fuel Filter
The fuel filter assembly is located in front of the fuel tank and is mounted on a bracket which is attached to the top face of the transfer box chassis cross member.
Fuel returning from the HP pump passes through the fuel cooler before returning to the filter to maintain the fuel at an optimum temperature. The returning fuel is re-circulated through the filter to help prevent waxing in cold operating conditions. Fuel pressure and fuel delivery is maintained by the in-tank pump and regulator via the tank fuel feed line.
The filter has an air bleed return to the fuel tank which returns excess air and fuel to the tank.
The filter element has a capacity of 200cm3 (12.2in3). The filtration element has the capacity to filter particulate matter larger than 5 microns.
The fuel filter is also fitted with a water sensor to detect when moisture which has collected in the filter has reached an unacceptable level.
Refer to: Fuel Tank and Lines (310-01A Fuel Tank and Lines - TDV6 3.0L Diesel, Description and Operation).
Fuel Cooler
An air blast fuel cooler is located off the engine crossmember at the front of the engine oil pan. The fuel cooler has 2 connections; one is an inlet which allows heated fuel from the HP pump to be cooled, the second allows the cooled fuel to be fed from the cooler into the supply pipe from the LP fuel pump in the fuel tank, via a 'Y' connector back to the fuel filter.
HIGH PRESSURE (HP) SYSTEM
HP Fuel Pump
The HP pump is a 2 piston radial plunger pump. The pump has the ability to produce a maximum pressure of 2000 bar (29007 lbf/in²). The housing is cast from iron, the flange is cast from aluminum.
The HP pump is driven from the left cylinder bank exhaust camshaft via a toothed belt. The drive from the belt rotates a cam within the pump which operates a plunger within each pumping element. A procedure and special tools are required for pump or belt replacement to time the pump.
The HP pump comprises 2 HP pumping elements, a fuel volume control valve, an internal transfer pump and a fuel temperature sensor.
The fuel is delivered to the internal transfer pump via the external fuel filter and an electric fuel pump which is located in the fuel tank.
The fuel volume control valve is mounted on the HP pump, and located in the feed port between the HP pump elements and the internal transfer pump. The fuel volume control valve is a variable position solenoid-operated valve that is controlled by the ECM. The fuel volume control valve determines the amount of fuel that is delivered from the internal transfer pump to the HP pumping elements. When there is no signal to the fuel volume control valve, the valve is closed and there is no fuel delivery.
The fuel from the internal transfer pump is passed to the HP pumping elements at a constant pressure known as transfer pressure. The transfer pressure is controlled by an internal pressure relief valve. Once the fuel enters each of the HP pump elements the pressure rises rapidly, with each element providing a HP supply to one of the fuel rails. The HP is controlled by the HP regulator valve and the Fuel Rail Pressure and Temperature sensor FRPT.
A controlled amount of fuel is allowed to leak-off from the internal transfer pump. This fuel is delivered to the pump internal components to provide cooling and lubrication and is passed back the fuel filter via the LP feed line.
The fuel pressure control valve is located in one of the fuel rails. The fuel pressure is monitored by a pressure sensor located in the other fuel rail. The ECM controls the fuel pressure control valve using the received signals from the pressure sensor. Reducing the pressure in the fuel rails via the pressure control valve results in fuel returning from the fuel rails to the LP fuel return to the fuel filter.
The fuel temperature sensor is located on the rear of the HP pump. It measures the fuel temperature in the LP side of the HP pump. The ECM continually monitors this signal to determine the fuel temperature to prevent overheating of the fuel system. The ECM will also make fine adjustments to fuel injection quantity to adjust for fuel temperature.
Fuel Rails
Item Description
1
Left fuel rail
2
Fuel pressure control valve
3
Fuel pressure sensor
4
Right fuel rail
5
HP fuel connection from HP pump
6
Fuel rail balance pipe
The fuel rails are steel fabrications and are similar in their construction. Two fuel rails are used with each rail supplying high pressure fuel to 3 fuel injectors.
Each rail has 5 threaded connections which provide for the attachment of the high pressure fuel supply from the HP pump, the balance pipe and connections for the 3 injectors supplied with fuel from that rail.
The fuel pressure in the rails is detected by a fuel pressure sensor which is located in the end of the right rail. The left rail houses a pressure control valve. The ECM controls the pressure control valve using signals from the pressure sensor.
The FRPT is a piezo-resistive type sensor containing an actuating diaphragm. Deflection of the diaphragm provides a proportional signal (output) voltage to the ECM, dependant on the fuel pressure within the fuel rail.
Both rails are connected together with a balance pipe which ensures the pressure in both rails is equal, even though each rail is supplied from a different pumping element in the HP pump.
Fuel Injectors
Item Description
1
Fuel return
2
O-ring seal
3
Piezo stack actuator
4
Hydraulic coupler
5
Control valve
6
Nozzle body
7
Copper sealing washer
8
Electrical connector
9
HP feed
10
Nozzle
Six fuel injectors are used in the fuel system. A piezo actuator in each injector is electronically controlled by the ECM to operate the injector in response to engine speed and load conditions.
Two variants of fuel injector are installed on the 3.0 TDV6 engine, 155kW vehicles have a unique low flow fuel injector installed. Injectors should not be swapped between 155kW and 188kW engines due to the injector nozzles being different. Low flow fuel injector nozzles are not capable of sufficient fuel supply to the 188kW engine.
Each injector has an electrical connector which connects the injector to the engine harness. A fuel connection on the top of the injector provides for the HP fuel inlet from the HP pump. A second fuel connection allows fuel leakage within the injector to return to the HP pump.
Each injector is located in a machined hole in the cylinder head and is sealed in the cylinder head with a copper sealing washer and an O-ring seal. The injector is retained in the cylinder head with a clamp plate and 2 bolts. If an injector is removed or replaced, a new copper sealing washer and a clamp plate must be used when refitting the injector.
The injector can operate up to 5 times during one combustion cycle depending on engine speed and load. The injection sequence can occur as follows:
Pilot injection - occurs before the main injection and improves fuel and air mixing
"Two variants of fuel injector are installed on the 3.0 TDV6 engine, 155kW vehicles have a unique low flow fuel injector installed. Injectors should not be swapped between 155kW and 188kW engines due to the injector nozzles being different. Low flow fuel injector nozzles are not capable of sufficient fuel supply to the 188kW engine"
Service centre just pass on what their system says....and it appears to be incorrect in this case.
Seems to be too early for the LR tech guys out here to know the differences.
Looks as though you won't be able to chip it up to be the same. May even wear out injectors quicker if they are made to push more fuel in....or do they just open longer with chips ?
Description and Operation
OVERVIEW
The 3.0 liter diesel engine is a V6 configuration unit with 2 banks of 3 cylinders arranged at 60 degrees to each other. There are 4 valves per cylinder, which are operated by 2 overhead camshafts per cylinder bank.
The cylinder block is cast in compacted graphite iron, which uses less material to produce compared to a conventional cast iron block. This provides reduced weight and length with superior structural capabilities.
The cylinder heads are cast aluminum with a moulded plastic camshaft cover with an integral air intake. The single-piece structural oil pan is high pressure die cast from aluminum. The exhaust manifolds are cast from an iron alloy. A moulded plastic acoustic cover is fitted over the upper engine to absorb engine-generated noise.
A low compression ratio of 16:1 contributes to improved emissions quality, quieter combustion and compatibility with the engine’s unique forced induction system. For additional information refer to Intake Air distribution and Filtering.
The low compression ratio also means less heat build-up in the piston bowl and more efficient fuel burn, resulting in the production of lower levels of pollutants. It also assists with cold starting allowing a faster cranking speed.
The engine is available in two power output forms. The power difference is achieved by changes to the engine calibration within the ECM (engine control module) and other vehicle control modules.
NOTE: It is not possible to re-configure a lower power output engine to the higher output specification.
To answer your question i'm not sure exactly how a chip effects the longevity of the injectors?
So now i totally found the place where Gordon sourced His info from!!!
I never doubted what he said as ive stated in previous posts just wanted to get a better understanding that's all ...
I now have serious doubts to achieving the results with only a re-flash.. I have to retract my theory at this time. I doubt i'll be able to achieve the same power as a up spec model.... if I go down the injector path change etc it will just cost a fortune to do and re-calibrate(better off updating).... i think i should just get a add on chip and be happy,
Maybe landrover just put those statements in to justify the higher price for the up spec or more likely I've been misinformed!!! landrover service department is gonna pay!!!!
you do realise that i have to take out ECM send to England then hope it works with the" possible low flow injector" differences.... as i outlined in earlier posts, it may get lost in the mail, who knows i might even have customs issue ??!!!! i agree that its the best way to get the potential power
but i do feel i might shoot myself in the foot if things go south....
There is the small issue of not having transport for weeks possibly months. While i can drive my wifes' car she doesn't really appreciate me buying a new truck to not be able to drive it(kind defeats the purpose)...
Any ideas to if i can get done here in Oz, did i read somewhere that Pete from BAS or someone else comes from England every so often to peform this re-flash for D4 owners... maybe not( i could be dreaming or getting confused with something else i read...)
thanks Tombie
input on this matter would be appreciated as always
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