Thread: Roo Systems ECU Remap, including EGR system disable and catch can fitting - booked in

Thanks for sharing all this Brad, so when you say 17%, is that power, torque or both. Because working from a 183Kw/600 N.M base line that's 214/702, which is right on par with RRS output, and yes unlikely that there will be some hugely noticeable difference in the normal drive routine because you would still be using the same right foot input to take off from the lights, drive familiar roads etc. The question to be considered is the shape of the power/torque curves before and after as well as the actual maximum values. If they have been able to achieve a wider flatter torque curve as well as a 17% increase then happy days, and you may interpret this as a general improvement in drive-ability. Live with it for a while and see.

Peter

20170816_150642.jpg

I'm having a bit of trouble sharing this photo of the dyno curve.. green is where it started and red is where they tweaked it to.

The Nm measurement is a lot lower then actual engine specs, I'm assuming that this is because it was a measurement at the wheels...?

I've seen a few dyno graphs now and I haven't seen one yet that has a significant change in the shape of the curve so to speak...as you can see it looks pretty similar, just higher. That being said, the power delivery is a lot smoother and kicks in a lot earlier.

Sounds broadly similar to the effects of a Steinbauer chip.

The linearity of it looks like an increase in target boost level across the entire range. Did they map boost before and after in any graphs?

So no more discussion. Sounds like you are disappointed??

Id hardly call it a tune if all they did was wind the boost up. the trace is all over the place, youd think the hole betwwen primary and secondary turbos could be fixed? we used to call it "valley of death" on subaru TT engines. do they change injector pump pressures? i find it odd that you wouldnt see a difference form the EGRs being closed through software, the roo guy i spoke to said they tweak it to essentially remain closed most of the time.

what other options are out there ??

Originally Posted by bjasch94

20170816_150642.jpg

Not so sure about this dyno chart - why would you map power (in HP and not kW??) and torque (Nm) against road speed (kph) and not against engine speed in rpm? Power and torque are dependent on engine speed, not how fast you are traveling. For example, the rpm at which peak power and torque are achieved is always quoted, not speed. If you want some idea of the relationship with road speed you'd have to at least discuss gears and gearbox settings (eg D or S), but it would still be pretty meaningless.

Hi Guys, just picked up my TDV6 from having a Roo Systems remap. As soon as I drove the vehicle ( around the city ) I noticed the difference. The initial lag off the mark has virtually gone, low down acceleration is noticeably better and the engine seems to rev more freely.

Attached is the Dyno graph indicating a peak increase of 43% in Kw ( 117 to 167kw ) and 32% peak increase in torque NM ( 400 to 530MN ).

Obviously I'll need to drive the vehicle a while to find the true value of the remap - especially up a forest track / fire trail, where I was looking for more torque.

Dyno Graph.jpg

Originally Posted by Garfield

Hi Guys, just picked up my TDV6 from having a Roo Systems remap. As soon as I drove the vehicle ( around the city ) I noticed the difference. The initial lag off the mark has virtually gone, low down acceleration is noticeably better and the engine seems to rev more freely.

Attached is the Dyno graph indicating a peak increase of 43% in Kw ( 117 to 167kw ) and 32% peak increase in torque NM ( 400 to 530MN ).

Obviously I'll need to drive the vehicle a while to find the true value of the remap - especially up a forest track / fire trail, where I was looking for more torque.

Hi garfield..

ive noticed that they changed ramp rates between runs. this is very odd, i cant think why as it changes the results. All the dynos ive seen for turbo petrol engines they tend to use shootout mode to set the ramp rate . I wonder why they change it?

i stole this from another site

Dyno Ramp Rates Explained!We get alot of queries from various customers that have had their vehicles run on dyno's from all over the place.
The biggest question is WHY do they all make different power figures and why is the shape of the graph so different?
The biggest differences between dynos is the speed at which the vehicle is allowed to accelerate.
It is shown on most dynos as a value like 070 or 70 for example.
What this calculates to is Kilometers per hour, per second.
So a ramp rate of 070 on a dyno dynamics dyno allows the wheels to accelerate at 7kph per second in a linear rate from start to finish.
The pictures shown are only a low hp TD42 to give some sort of idea of what is going on. As the power levels go up, the differences in top end power can become high with fast ramp rates.
This is generally a factor of heat soak, intercooler efficiency and engine temperature.
As you can see a ramp speed of 030 or only 3KPH per second shows more power and torque through the whole rpm range on this vehicle.
The engine is accelerating roughly at the rate it would on the street if you were to pull away from 1000rpm in 4th gear. Very slowly.
This gives the engine as much time as possible to build boost and generate power at each rpm point.
If we tried this for example on an engine making in excess of 500hp, there would not be enough traction on the rollers to hold it back without a massive amount of strapping to hold the vehicle against the rollers.
The total time taken to run through a graph at 030 ramp rate is roughly 30 seconds on a Patrol.
If we step that speed up to 070 the total time taken is about 15 seconds.
Step is right up to 200 or 20kph per second and the run is over in a little over 5 seconds.
Which of these sounds similar to what your own car could do accelerating from 1000rpm to 4000rpm in 4th gear on the road?
There is no right and wrong way to test vehicles on the dyno. Each car is different and those differences need to be taken into account. Big HP engines need a lot of ramp speed, both to help maintain traction and to simulate what it will be doing on the road.
Lower HP stuff needs to be held back to stop it from acting like small HP engine free spinning the wheels.
On average a diesel engine will show realistic results around the 5-8KPH per second ramp rate.