Hello,

Having mainly had experience in powering up Japanese turbo charged vehicles, I'd like some more info on powering up a brand new RRS TDV6.

Having researched the changes that some 'chips' make, usually on turbo charged cars these chips usually do nothing more than increase turbo boost.

Has anybody simply increased boost on their TDV6 - not via a chip? If so what sort of increase? Has anybody compared the results of a chip to a car where the boost has been increased manually (through either MBC or EBC?).

Thanks in advance

Not the best or safest way to simply increase the boost pressure, but this can be achieved with some cheapo plugins. Best to get remapped... there are a few threads relevant to the Oz market if you search  

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Increased boost will give no more power without increased fuelling to suit. Older TDi engines could have the injector pump tweaked to provide more fuelling to suit any adjustment to the wastegate that increased the boost but on a modern common rail injection system such as the TDV6 you´ll need to remap the ecu to provide extra fuel along with the extra boost. Cheers

Simon

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simonsi wrote:

Increased boost will give no more power without increased fuelling to suit. Older TDi engines could have the injector pump tweaked to provide more fuelling to suit any adjustment to the wastegate that increased the boost but on a modern common rail injection system such as the TDV6 you´ll need to remap the ecu to provide extra fuel along with the extra boost.

Really?

If you were to take any EFI petrol engine from the 90's all the way through to now, they all would increase fueling when boost increase, either electronically via the injectors or mechanically via a rising rate fuel regulator. I can't believe a new diesel engine will just ignore the additional air going into the engine and let the whole thing lean out

If you try and increase the boost pressure manaualy the car may hit a boost limiter and go into limp mode on overboost.

Inside the mapping there are boost request maps and max boost limiter maps and many other maps that affect the boost in different ways when the car is tuned.

Also just by increasing the fueling in some cases the boost pressure will rise very slightly anyway due to the extra gas burnt that will spin the turbo harder and inturn increases pressure slightly.

If you wanted more power a remap is the way to go.

bellautos wrote:

If you try and increase the boost pressure manaualy the car may hit a boost limiter and go into limp mode on overboost.

Quote:

Inside the mapping there are boost request maps and max boost limiter maps and many other maps that affect the boost in different ways when the car is tuned.

Also just by increasing the fueling in some cases the boost pressure will rise very slightly anyway due to the extra gas burnt that will spin the turbo harder and inturn increases pressure slightly.

Quote:

If you wanted more power a remap is the way to go.

Ive done plenty of map writing on these engines and many others also.

bellautos wrote:

Ive done plenty of map writing on these engines and many others also.

Excellent What's your experience like specifically for the RRS TDV6? What is standard boost? Where have you found the boost cut to be? Do you only custom write chips or are you selling them pre-packaged? If so do you have an Australian channel / outlet / reseller?

Damn wrote:

simonsi wrote:

Increased boost will give no more power without increased fuelling to suit. Older TDi engines could have the injector pump tweaked to provide more fuelling to suit any adjustment to the wastegate that increased the boost but on a modern common rail injection system such as the TDV6 you´ll need to remap the ecu to provide extra fuel along with the extra boost.

Really?

If you were to take any EFI petrol engine from the 90's all the way through to now, they all would increase fueling when boost increase, either electronically via the injectors or mechanically via a rising rate fuel regulator. I can't believe a new diesel engine will just ignore the additional air going into the engine and let the whole thing lean out

Hummm, ive started something i did not intend here .

Im NOT a forum advertiser/sponcer so im very sorry i cant comment on the open forum of my tuning products.
This would cause problems with the admin and other forum sponcers


Std requested pressure is 2100Mbar depending on the software version in the car the limiters are slightly different.

Thanks for your post simonsi - I've not played with a diesel before

bellautos - all clear I understand we're standing on others toes if we talk specifics of products you have.

Does this particular engine regulate fuel pressure at all, either via an electrical or mechanical reg?

The rail runs at a fuel pressure of 1650 bar on the 2.7L model.

It is classed as a mechanical returnless system running a FRP sensor , there are maps inside the ecu that are relevent for monitering/tuning etc etc.

bellautos wrote:

The rail runs at a fuel pressure of 1650 bar on the 2.7L model.

1650 bar That's 23,100psi! WOW.

Yes high, most modern CR piezo diesel type injection systems can run high pressures of up to 2000 Bar.
Most run around 1750bar , so the landrover is low in comparison.

Also to clear up if you had not worked it out,
The 2100Mbar of requested pressure is MINUS the average 1013.25 Mbar atmospheric pressure at sea level .

Of course depending on the reading on the built in pressure sensor inside the ecu this may change slightly

A bit of reading on the boost system for you .


The Boost Pressure (BP) sensor is located post turbo after the electric throttle valve. The sensor provides a voltage signal to the ECM (engine control module) relative to the intake manifold pressure. The BP sensor has a three pin connector which is connected to the ECM (engine control module) and provides a 5V reference supply from the ECM (engine control module) , a signal input to the ECM (engine control module) and a ground for the sensor.

The BP sensor uses a diaphragm transducer to measure pressure. The ECM (engine control module) uses the BP sensor signal for the following functions:


Maintain manifold boost pressure.
Reduce exhaust smoke emissions when driving at high altitude.
Control of the EGR (exhaust gas recirculation) system.
If the BP sensor fails, the ECM (engine control module) uses a default pressure of 1013 mbar (14 lbf/in²). In the event of a BP sensor failure, the following symptoms may be observed:


Altitude compensation inoperative (black smoke emitted from the exhaust).
Active boost control inoperative.
Boost control is achieved by the use of a direct drive electric actuator. The actuator is attached to the side of the turbo unit and is connected with the control mechanism via a linkage. The electric actuator works on the torque motor principal and has integrated control module.

The electric actuator moves the control vanes through an 60 degree stroke and has the capability to learn its own maximum stroke positions. The electric actuator is controlled via PWM (pulse width modulation) signals from the ECM (engine control module) . For additional information

If the ECM (engine control module) detects a fault with the Boost Pressure (BP) sensor, it uses an open loop boost control based on engine speed and airflow as a default value.