Restricted Performance.

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Originally Posted by markorjack

My understanding is that because the same engine is sold all over the world it is tuned to suit a vast array of requirements.
As well as the fact if an engine isn't working anywhere close to it's capacity the chance of warranty claims is much less.

I'm happy to trade a bit of longevity for performance and economy, as long as it is only a little bit of longevity :)

I will not be keeping this vehicle for 200,000 k's like I have with my old technology Troopy.

Another 700k's today without issue, but again, I am not discounting anything said by others in this thread, all good knowledge to have in the bag.

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It is quite probable that the engine is tuned differently for each application. However, the D4/RRS/FFRR are the heaviest vehicles that it pulls. The engine will be under much more stress in a D4 weighing 2.7tonnes, pulling another 3.5tonnes, than it would be in a Citröen C5 weighing one tonne less.

So it will be much closer to the performance limit in the D4 than anywhere else:

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Originally Posted by Wikipedia

177 kW (237 hp), 450 N·m (330 lbf·ft) – Citroën C5, Citroën C6, Peugeot 407, Peugeot 407 Coupé
177 kW (237 hp), 500 N·m (370 lbf·ft) – Jaguar XF, Land Rover Discovery 4, Range Rover Sport
187 kW (251 hp), 600 N·m (440 lbf·ft) – Land Rover Discovery 4, Range Rover Sport
202 kW (271 hp), 600 N·m (440 lbf·ft) – Jaguar XF, Jaguar XJ, Range Rover

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Originally Posted by Dougal

You are also not trading longevity, you are risking meltdown. It is only the ecu protection that has stopped that happening already.

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So doesn't that make it the same as any other modern engine and the same as it was before the remap, i.e. relying on the ecu to protect the engine?

For example the 3.0l D4 which Gordon said earlier can trigger a restricted performance fault in standard tune.

Don't get me wrong, I'm not trying to be argumentative here, just trying to gain a better understanding which may be something I should have done before having the remap done :)

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Originally Posted by Dougal

......You are also not trading longevity, you are risking meltdown......

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Isn't that just substantially reduced longevity? :angel:

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Originally Posted by markorjack

So doesn't that make it the same as any other modern engine and the same as it was before the remap, i.e. relying on the ecu to protect the engine?

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So follow that train of thought to its logical end: you therefore cannot really have any more (usable) power towing than you did before the remap. The throttle response may delude you into thinking that it's a lot faster, but the high-end performance will trigger a shutdown, so ...............

I know, because I've done it.

Cheers,

Gordon

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Originally Posted by markorjack

So doesn't that make it the same as any other modern engine and the same as it was before the remap, i.e. relying on the ecu to protect the engine?

For example the 3.0l D4 which Gordon said earlier can trigger a restricted performance fault in standard tune.

Don't get me wrong, I'm not trying to be argumentative here, just trying to gain a better understanding which may be something I should have done before having the remap done :)

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When the ECU throws up it's hands and shouts "STAAAP" you are well past normal operation. It is literally into damage control mode.

The really scary part is, you have no idea if the remapper has altered the limits where the ECU goes into damage control mode. They could have found those limiters and cranked them higher than the factory settings already.:eek:

This is why I don't buy off-the-shelf remaps for any of my vehicles.

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Originally Posted by gghaggis

So follow that train of thought to its logical end: you therefore cannot really have any more (usable) power towing than you did before the remap. The throttle response may delude you into thinking that it's a lot faster, but the high-end performance will trigger a shutdown, so .............

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I agree on the high end performance, it seems to me though, after three days of towing that the mid rev range performance has improved significantly.

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Originally Posted by Dougal

When the ECU throws up it's hands and shouts "STAAAP" you are well past normal operation. It is literally into damage control mode.

The really scary part is, you have no idea if the remapper has altered the limits where the ECU goes into damage control mode. They could have found those limiters and cranked them higher than the factory settings already.:eek:

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Fair point.

Hi everyone,
This is my first time using a forum, so please keep this in mind with any dumb question I may have.

I purchased a Landrover D4 2 years ago now and have experienced the Restricted performance issues mentioned in some of these posts ever since.
To date the vehicle just turns off with no pre warning or any other issue at all and the Restricted performance message comes up.

This is really dangerous as the vehicle is my wife's who is not a very big woman and when the car shuts down going around a corner or round a bout it can be very hard to steer.

So far we have been told be different Landrover repairers to get the gearbox serviced which we have done twice, replace the front and back fuel pumps which we have, replace the exhaust sensors which we have and finally replace the gearbox which we have.

But the problem is still there and getting worse.
Sometimes when the message comes up we can't even turn the car off.

Any help would be appreciated.
As it is we are about to take in back into our local Landrover dealer again as the car at the moment is just too unreliable and dangerous to drive.

Kind regards,
Steve

Hi Steve,

You would need to get the fault codes read which would give an indication of what is wrong. I've had this restricted performance due to a split turbo hose but it didn't turn the engine off when that happened.

Ron

Your local Land Rover dealer has sent you on a merry goose chase presumably costing you a lot of money so I suggest that you don't take the car back to that dealer.

The engine stopping is one problem that could have a few different causes but not being able to stop the engine suggests that the stop button is not sending the stop signal to the BCM (body control module) which in turn should switch off the ignition relay and therefore the sense wire to the engine control module. As this not-stopping problem exists then the auto-stopping could be related and therefore possibly only 1 real problem, somewhere in the chain of the stop/start button, the BCU and the ignition relay.

If you have a diagnostic tool such as the IIDTool then you could monitor the BCU's ignition status but if working as it should then the problem could still be either in the wiring to the relay or the relay itself. I don't know if the IIDTool can monitor the ignition feed at the ECM but I doubt that it can. It would obviously be great if the ignition relay is faulty but that's probably hoping for too simple a solution.