04 Defender - Few Fault Codes After Map

sierrafery said:

No it's different, you have to adjust it unhokked then connect the rod cos once connected it's fix... though a friend of mine made an adjuster for me on the lathe which RH thread one way and LH the other if you see what i mean

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I found you can adjust it insitu using the 3 lock nuts. Wind the top two together and adjust with pliers gripping both! Use the 3rd nut to lock the arm in place. Currently locked at 22psi but as ozzy said I need to get out on the open road check the peak boost and generally running.

Interesting about the LPG, i expect it runs a lot like propane injection.

You dont adjust that way cos while it screws into the turbo side it unscrews from the valve.... it has about 10mm thread in the valve...that's why i fitted an adjuster with reverted threads at sides

Hmm. It definately adjusts, it started at 18psi.

Ill double check

bankz5152 said:

I found you can adjust it insitu using the 3 lock nuts. Wind the top two together and adjust with pliers gripping both! Use the 3rd nut to lock the arm in place. Currently locked at 22psi but as ozzy said I need to get out on the open road check the peak boost and generally running.

Interesting about the LPG, i expect it runs a lot like propane injection.

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to test under load situations you can also get into a higher gear and at the same time use the left foot touch the brakes and try and maintain the same speed ..boost levels will rise as your needing to push through the brakes

as for the LPG
if you have a propane torch lying around the shed allow the propane to be inhaled into the air intake ,,this is a very small small small tiny amount compared to the real thing you should still hear a rpm difference
diesels gas systems have been out for many many years

I was considering fitting a propane injection system to add a little boost every now and then using the Coleman 465g tanks, probably not for a long while however.

Update -
Harness changed
MAF changed
Forge installed

No more fault codes bar the - air logged high so good news there. Drove around for about 30 mins through all the gears into high revs and to max boost.

All lumpyness gone, kangarooing is gone, power take up much smoother and more responsive, holds at about 22 - 24psi at max revs. I need to check this more accurately, think ill set up the gopro to record it and see.

Everything else on the Nanocom read within tolerences, except at one point the Nancom did read the max boost at 321bar haha

Plus! I finally managed to update my bloody Nanocom! Should be able to get some live readings tomorrow!

Thanks everyone

Result

Everything else on the Nanocom read within tolerences, except at one point the Nancom did read the max boost at 321bar haha

Plus! I finally managed to update my bloody Nanocom! Should be able to get some live readings tomorrow!

Thanks everyone [/QUOTE]


i have tried the coleman small tanks they do not produce enough pipeline pressure to feel any HP gains first when I installed my LPG bottle I used a BBQ regulator is a very low pipe line pressure is typically only 2.75kPa
I noticed a very slight pull on flat road but not enough what I needed
I then installed a regulator from a oxxy acetylene
my bottle pressure varies to 150 psi and 200 psi depending on temps ..the pipe line pressure stays the same I have set at 8 psi
i can turn the regulator up to deliver more but spinning wheels only brings on the traction control light more often


glad you got remapped issues fixed ..im just wondering how cool will be a remap and LPG together power will be unreal

Yeah that would be pretty chunky! Though from my own research pushing past 200bhp can result in the head lifting.

I wouldnt have thought you'd need that much pressure, though i suppose it has to keep up with the suction from the turbo.

bankz5152 said:

i have tried the coleman small tanks they do not produce enough pipeline pressure to feel any HP gains first when I installed my LPG bottle I used a BBQ regulator is a very low pipe line pressure is typically only 2.75kPa
I noticed a very slight pull on flat road but not enough what I needed
I then installed a regulator from a oxxy acetylene
my bottle pressure varies to 150 psi and 200 psi depending on temps ..the pipe line pressure stays the same I have set at 8 psi
i can turn the regulator up to deliver more but spinning wheels only brings on the traction control light more often


glad you got remapped issues fixed ..im just wondering how cool will be a remap and LPG together power will be unreal

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Yeah that would be pretty chunky! Though from my own research pushing past 200bhp can result in the head lifting.

I wouldnt have thought you'd need that much pressure, though i suppose it has to keep up with the suction from the turbo.[/QUOTE]
the power shot 2000 works in conjunction with the turbo my friend has one installed on a jackaroo ..at idle no boost pressure no gas ...as boost pressure rises the power shot allows the correct amount of gas for the desired boost level( also adjustable )

this system works good if your using duel fuel every where you drive with a 95 litre gas tank on top of a 195 litre long range diesel tank

my TD5 I only allow 8 psi I can wind her up more way past 15 psi until I get valve bounce ..I also don't want to blow the lid off the roof either as the TD5 is a one of the highest revving diesels in an auto version
but at 8 psi pipe line pressure she pulls hard and strong as if another 2 to 3 cylinders have just been added
12 and 15 psi of gas pressure is insane and fun ..but wouldn't recommend doing this as a daily driver

IMO benefit is burden with LPG in a diesel.... From http://www.go-lpg.co.uk/diesel.html , only the relevant part:
"... engine has to'rev' more when running on Diesel / LPG mix because its maximum torque will have been moved higher up the rev. band. This can bring new problems of reliability and longevity. The crankshaft, bearings and connecting rods (to mention but a few components) were all designed to rev. at a lower rate. These components will suffer much higher stresses (stress increases at the square of RPM) at the increased RPM necessary to get sufficient torque when running on LPG. Mechanical breakdown may result in far less time, whilst increased wear and reduced component life are certain.
....
Sadly, a new set of problems arise when the Driver begins to use the increased performance of an engine that wasn't designed to rev to the new, higher levels. As a result of this apparent improvement in performance, one of the best attributes of the Diesel engine (relative longevity and reliability) is dramatically reduced by the Diesel / LPG adaption."

just because you add LPG doesn't mean you need to rev high to see results
LPG also is added down low depending on its mix

if the truth is to be known regardless if its a remap or boosting up turbo pressures the engine also is working harder means more wear and tear with out LPG

like banks asked does LPG offer more than a remap ...

either way we look at this squeezing more HP out of any engine results in more wear ...not to sure about you guys ..but I think life is to short to worry about an engine wearing out

A well made remap would optimise the fuelling and combustion hence better driveability and mpre power that's all no ECT or EGT increasement... IMO that LPG thing is good for those who are using the vehicle especially for competitions and made serious cooling tunings .... and dont care if it blows the valves through the bonnet at a point

http://www.outbacktravelaustralia.com.au/4wd-mods-powertrain/lpg-diesel-more-power-improved-economy

ps will have to disagree about your remap theory and less engine wear

when ever you add more weight ontop of the piston means more engine wear

ozzyboydeano said:

ps will have to disagree about your remap theory and less engine wear

when ever you add more weight ontop of the piston means more engine wear

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But I know for a fact that since my remap my engine is underless stress from a driver demand point of view!

Instead of revving the nuts of it to get up a hill with a trailer in third, you can hit the hill in fifth, and gently change down to fourth and it'll pull lovely, wy lower down the rev range.

Also, I can change up into top gear at about 23mph and it will pull smoothly up to 50mph, which is were she feels comfortable (defender.....), so although if you get a remap and drive it with the throttle pinned I can see massive increase in engine wear, I don't if you drive as before a remap, but taking more advantage of the greater torque and being sensible.

sierrafery said:

A well made remap would optimise the fuelling and combustion hence better driveability and mpre power that's all no ECT or EGT increasement... IMO that LPG thing is good for those who are using the vehicle especially for competitions and made serious cooling tunings .... and don't care if it blows the valves through the bonnet at a point

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just wondering why those who remap install an EGT gauge ? why do they need to worry about EGTs ?
and then install a larger intercooler to lower EGTs to compensate for the higher boost ?

even lugging a stock diesel engine will make EGTs rise driver error or just towing heavy loads for long periods

LPG isn't just for drag racing ..it helps to save fuel also with a slight pull at the same time....but depending on how much LPG is used of course
but yes if I was drag racing I would turn up my settings ..basically a heavier map but a mechanical version and not worry about blowing the lid off

how ever its a personal preference for example I drove to and from work today Monday morning feeling going to work I drove like a 90 year old stayed in the slow lane never once used the gas today

Gottschalk said:

But I know for a fact that since my remap my engine is underless stress from a driver demand point of view!

Instead of revving the nuts of it to get up a hill with a trailer in third, you can hit the hill in fifth, and gently change down to fourth and it'll pull lovely, wy lower down the rev range.

Also, I can change up into top gear at about 23mph and it will pull smoothly up to 50mph, which is were she feels comfortable (defender.....), so although if you get a remap and drive it with the throttle pinned I can see massive increase in engine wear, I don't if you drive as before a remap, but taking more advantage of the greater torque and being sensible.

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I know the feeling
I don't need high RPM to use LPG either I can activate the LPG nothing less than 2 psi of turbo boost pressure
but you also hit the nail on the head
taking more advantage of the greater torque and being sensible
regardless of any remap your producing more power does result in more engine wear its a known fact (but then again is this engine really at its max performance from factory ?

as for your drivers point of view all they have done is changed the ignition timing curve.... bit like the old retard and advanced and rejetting
if you guys are familiar with high performance diesel engines the injection follows the power stroke ..found on power stroke diesel engines

if not.... line two stock engines together one tows heavy loads all its life.... the other is just carrying its own weight ..the engine that tows will have more wear (just saying )

ozzyboydeano said:

as for your drivers point of view all they have done is changed the ignition timing curve.... bit like the old retard and advanced and rejetting
if you guys are familiar with high performance diesel engines the injection follows the power stroke ..found on power stroke diesel engines

if not.... line two stock engines together one tows heavy loads all its life.... the other is just carrying its own weight ..the engine that tows will have more wear (just saying )

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You mean a remap is just an adjustment of the ignition timing curve??

I understand and agree, any increase in hp or bhp is obviously going to have an increase in internal engine stress, but that doesn't mean that the stress increase from a mild remap is MORE than the stress increase of a standard engine being driven or thrashed everyday to compensate for the rubbish or lack lustre performance of a standard tune engine, does it?

Gottshalk

unless the Td5 has VVT (variable valve timing ) but we both know it doesn't
so to change timing is in the fuel and timing and quantity when its deployed .....even this will have restrictions ..due to the valve lift as the valves will open the same amount all the way through the RPM range
unless one was to change the cam to a higher duration lobe or higher lift

for example I purchased my TD5 it had under 20000K on the clock first mods was egr delete and catch can and LPG ..it now has over 30000 K never noticed any difference in my breathing system
reason being I use it in sensible manner.... as well as driving around normally on a stock ecu ..I only use the LPG to pull me out of situations when needed .a bit like a mild remap but only used on demand