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Back on topic.:D
Maybe i do need one of those chip thingys.
A late model D4D lowlux beat me up the range last weekend,only just though.
Some young guy with his cap on backwards.
Must have been chipped;)
Anyway,about 2 k's before Dalby,there he was talking to the boys in blue:D:D
have a drive of mine first Paul....then decide of you want more Power on Tap:cool:
I asked this question when I got my TDV6. Apparently the engines (or turbo's) are different. So it's not as simple as a remap, to bring it up to the same power as SDV6.Quote:
Originally Posted by Kieren
Some interesting reading in this thread, especialy being that I am planning on some form of upgrade to my TDV8 RRS fairly soon.
I'm sure as per previous comments, some may think, what the hell do you need to do that for, you should have more than enough thrust.
Well sure, it's no slouch, but I am aware that the engine / gearbox management is often seriously limiting it, based on a set of very conservative rules that ensure minimal wrty for Landrover and also keep emissions well within specification for the numerous fuel qualities, temperatures etc that one may be exposed to in various parts of the world, .... a lot of which arnt relevant to me. ie compromised settings to suit all.
From what I have read, and what I can feel in small doses, before the managemnet throttles things back. There is considerably more potential available in this platform..... Possibly enough to stretch my permagrin from ear to ear :D:D
I would guess the same would be the case with the TDV6 in any of its forms.
Interesting point from SBD4 re: various and continualy increasing power outputs.
Indicates to me that the engineering strengths are already there, but more so the control systems are becoming more capable of doing just that.... CONTROLQuote:
Originally Posted by SBD4
Keeping the unit out of harm by more rapidly and more acurratly monitoring and controlling it up towards its engineering limits to gain more potential output.
Re TerryO's comment about maximum 600NM torque
Quote:
Originally Posted by TerryO
That is interesting, wonder if its transmission related or something else within the driveline ?
And that really is what its all about... keeping within a dont break me tollerance, while also staying within a wear and servicing cost acceptable sweet spot.
I have noticed there are a lot more conpanies coming in to play that do this as their core business, some of which I'm sure do work with the major marques to arrive at the standard MAPS.
There are various options out their, such as:
Plug in Tunning Box's
Drive in / Drive out tuning file remapps
Same as previous with Dyno fine tune
Remove ecu for tuning file remap application via return mail
Hand held programmer to upload via OBD2 port
Also, there are local companies using many of the above, and also drawing on Tuning files from Europe, particularly Germany as well as UK and US.
It is a bit of a mind field of quoted performance figures too, some quoting Crank output, others quoting at wheels output
Some quoting instant Peak output, others quoting at specific RPM or average across a range..... if they cant supply a realistic set of Data or Charts, why bother.
Im tending towards a hand held programmer, whereby you recieve the unit, connect to the OBD port, download the existing vehicle map to it, post via email, recieve modified map by return email. upload modified map back to vehicle.... Enjoy extra thrust:twisted: or experince the pain of a poor choice:eek:
It allows you to quickly at any time load the original standard map back into the vehicle before servicing / warranty etc, or have a number of different tunning files on the unit to choose from if desired, or can be moved on to a different vehicle (some locked to a VIN unless u pay a bit more)
My overall view of it is
If your more conservative, play it safe.... If your inclined to be more adventurous with technology ... do your research and dip your toe in cautiously.... as I said, I plan to, and will post the experience for better or worse
I suspect, that within a couple of years, the general discusion in a thread such as this wont be a question of whether to do it or not, but rather... there Will be a prefered method... and the questions will be discussing the merits of one particular tuning file over another.
There are certainly valid points about over stressing, or more so increasing potential stress on the drivetrain as a whole.
Also some very interesting reading re the RAAF analogies.... thanks guys
Hope I havnt offended anyone along the way
Regards Neil M :cool:
I will soon be fitting a BAS upgrade for the 2.7 in the D3, I bought the upgrade years ago and never fitted it because of a number of reasons that should now be sorted, I hope.
Do I expect this to make the 2.7 a handgrenade? Nope, it's been done hundreds of times and most everyone has been rapt with the power increase and fuel saving and to date I have not read anywhere a report saying that their engine blew up within any period of time after doing a BAS remap.
Having said that the power increases with a BAS remap are modest, but I'm happy with that, however I would think twice about remapping the ECU on a 3.0 litre where the claims of increased HP are massive. Especially if they claim huge increases in torque. Then again after having been through the process of having to have a new 2.7 fitted and the associated drama's, even though it cost me nothing, I would not take any undue risk in getting maximum HP and Torque out of a small capacity diesel because I do not want to ever have to replace another engine in a late model Disco. To that end I even decided after the hassles in getting a new 2.7 fitted that when I finally bought a D4 that I would rather pay extra in fuel bills by buying a V8 petrol then risk a out of warranty 3.0 that may end up having issues. To date I have not seen one report of a 5.0 V8 petrol blowing up or needing big dollar maintenance done to it like I have with the 3.0.
What I didn't mention in the previous post, was that I have had experience with a Tuning box product previously.
This was a Chip Express unit installed in a Citroen C5 TDV6 - same motor as the LR 2.7 with Twin Turbos (Ford / PSA joint project)
My experince with that was, generaly good
It reduced the Turbo lag considerably, and improved the fuel economy
There were several settings that could be modified, however via dip switch with the unit mounted under the bonnet, not easily accessable.
So I tended to leave it set on the more conservative side of its possibilities, and I would say at those settings, the increased power output was not as stated.... (turbo lag definately reduced)
When stepped up to be more power oriented, it was certainly more powerfull, but less refined, and I found a bit of an annoying tendancy to hunt on the highway..... This was purchased 5 years ago mind you, so there are a lot more current options available now, and I would choose differently
I didnt have any issues with reliability during the time it was installed.
regrds Neil
FWIW - mine is a March 2011 build 2.7 D4. Superchips Bluefin loaded on it fine, although I wish that BAS would do one for it - I prefer his tune.Quote:
Originally Posted by jonesy63
The RRV tdv8 has the same ZF 6 speed tranny and similar diffs as the D3 as far as I can tell. Stock standard the tdv8 produces 200kw/640nm. So a D3 should cope with an upgrade.
There are many versions of the 6HP26X (not including the 6HP28X version) gearboxes used in LRs. As an example there are at least 4 different 6HP26X output shafts that mate to the rear planetary gear and mate to the same transfer case, 3 versions of the clutch E drum and input shaft just to mention 2 items. Just because the torque and power is OK for one version doesn't mean its OK for another.
Thanks Graeme, so a motor with more power/torque is probably specially matched to a ZF version to deal with such outputs?Quote:
Originally Posted by Graeme