How many people driving petrol Hippos?

A standard 1.8 K-series will take a light-pressure boost without need for further modification. BBR GTi did a conversion kit for the MGF and Lotus Elise back in the day. Assuming low-level boost to augment low-end torque, you don't really need to alter the compression ratio.

The LPT form BBR GTi gave around 160bhp from a 1.8MPi engine. I forget the torque though?

However, the 1.8T from a Rover/ZT would be better, and has easy 200bhp potential. You will need to think about engine management however, as the ZT used a different crank position sensor. However, Mark Stacy can provide you with a new MEMS3 map that will enable you to use the original FL flywheel and crank position sensor. And 200bhp

rob_bell said:

A standard 1.8 K-series will take a light-pressure boost without need for further modification. BBR GTi did a conversion kit for the MGF and Lotus Elise back in the day. Assuming low-level boost to augment low-end torque, you don't really need to alter the compression ratio.

The LPT form BBR GTi gave around 160bhp from a 1.8MPi engine. I forget the torque though?

However, the 1.8T from a Rover/ZT would be better, and has easy 200bhp potential. You will need to think about engine management however, as the ZT used a different crank position sensor. However, Mark Stacy can provide you with a new MEMS3 map that will enable you to use the original FL flywheel and crank position sensor. And 200bhp

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My plan exactly! Im going to use the ZT ECU for full control and fuelling of the engine then piggyback the freelander ECU and give it Power (pos and neg) RPM sense (which I'm guessing comes from the crank sensor?) Coolant temp and I'd like to get the engine fault light in there somewhere but not sure how.
Im pretty good with electronics so should be simple but im not sure how the wiring is made up yet.

Do you think you need two ECUs? You can map MEMS 3 to run it on its own - although you'll need a later MEMS 3 from a TF or MGF Steptronics But I think you're going to enjoy the challenge of doing it they way you've suggested

Could just go megasquirt?

Found the info on the LPT BBR GTi conversion (essentially just a bolt on manifold, turbo and a mapped ECU):

Power is raised from a lowly 118bhp to approximately 168bhp (+/- 5%) @ 5,000rpm and torque has been raised from 122lbs ft @ 3,000rpm to 175lbs ft @ 3,250rpm.[\quote]

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rob_bell said:

Do you think you need two ECUs? You can map MEMS 3 to run it on its own - although you'll need a later MEMS 3 from a TF or MGF Steptronics But I think you're going to enjoy the challenge of doing it they way you've suggested

Could just go megasquirt?

Found the info on the LPT BBR GTi conversion (essentially just a bolt on manifold, turbo and a mapped ECU):

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It's the only way of running a turbo ECU and freelander dash I know I'm afraid, unless the TF or MGF ecu will do that just from a remap but i think the connector block is different?

I'll tag you in the post that disco mikey wrote about it..

Edit: just realised you were involved in the post from a little while ago!

Liked a comment from the page for you to time warp to

You are right about the FL dash and the additional HDC/TC/ABS warning lights and fuel level lamp. The short answer is that I don't know, but the speedo is run from a gearbox sensor and the only instrument to the dash with a direct ECU drive is the Rev counter? Maybe a bit different on a FL, but some time scrutinising the wiring diagrams should reveal all

I think the best way to get full compatability with the Freelander ABS ECU, a dummy ECU is needed.

Been thinking about this s little more. Standard MEMS 1.9 and 3 have the facility to interact with HDC - it's just whether they are programmed with HDC in mind. It may therefore be possible to pull the Land Rover ECU image and then load the turbo map to that on a ECU that can manage the turbo?

I don't know what's involved, and I don't think this has ever been done outside Rover, but worth a conversation with Mark I think.

rob_bell said:

Been thinking about this s little more. Standard MEMS 1.9 and 3 have the facility to interact with HDC - it's just whether they are programmed with HDC in mind. It may therefore be possible to pull the Land Rover ECU image and then load the turbo map to that on a ECU that can manage the turbo?

I don't know what's involved, and I don't think this has ever been done outside Rover, but worth a conversation with Mark I think.

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Interesting idea, copy and paste the turbo bits from the ZT ECU into the NA ECU and Bobs yer uncle.
I'm sure there are techies out there could do it but I'm afraid it's over my head.

Does the engine ECU have anything to do with HDC? The HDC operation is controlled by the ABS ECU - it has feeds from the HDC, 1st and reverse switches direct to it. If HDC is engaged and its in 1st or reverse it will take feeds from the peddles and if none are pressed it will take a speed feed, presumably from the ABS sensors, and if it is to great pulse the brakes. So the only external feed it takes (presumably) is that of the peddles - do they go through the engine ECU?

Would putting the turbo maps into a NA ECU be sufficient? Presumably the turbo is controlled by the ECU (eg boost) and a NA ECU would have no logic or pins to control it with - unless they are all the same ECU and the turbo operation is simply a 'parameter'.

GrumpyGel said:

Does the engine ECU have anything to do with HDC? The HDC operation is controlled by the ABS ECU - it has feeds from the HDC, 1st and reverse switches direct to it. If HDC is engaged and its in 1st or reverse it will take feeds from the peddles and if none are pressed it will take a speed feed, presumably from the ABS sensors, and if it is to great pulse the brakes. So the only external feed it takes (presumably) is that of the peddles - do they go through the engine ECU?

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Yes. The ABS ECU needs throttle position information for the HDC and possibly the TC to function.
The HDC can maintain any speed allowed by 1st / reverse gear, whithin the engine rev limit. It doesn't just have to work jusy at idle. Thus the ABS ECU needs throttle position information. If it doesn't get the information, the ABS ECU will never know what speed the driver is trying to achieve.

GrumpyGel said:

Would putting the turbo maps into a NA ECU be sufficient? Presumably the turbo is controlled by the ECU (eg boost) and a NA ECU would have no logic or pins to control it with - unless they are all the same ECU and the turbo operation is simply a 'parameter'.

Click to expand...

I think the easiest way to add a turbo to the Freelander, would be to use a piggyback boost/ fuel ECU.
I suspect that anything is possible with programming the factory or doner ECU. However it's going to need a custom map.

Nodge68 said:

Yes. The ABS ECU needs throttle position information for the HDC and possibly the TC to function.
The HDC can maintain any speed allowed by 1st / reverse gear, whithin the engine rev limit. It doesn't just have to work jusy at idle. ...

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On a FL1 HDC can only aim to maintain a target speed of around 6mph in 1st. This drops to 4.4 if it senses conditions need the reduction. In reverse it's 4mph. If the engine is cold speeds rise slightly until warm. It was the later FL2, D3 etc that had variable set point speeds by the driver.

Hippo said:

On a FL1 HDC can only aim to maintain a target speed of around 6mph in 1st. This drops to 4.4 if it senses conditions need the reduction. In reverse it's 4mph. If the engine is cold speeds rise slightly until warm. It was the later FL2, D3 etc that had variable set point speeds by the driver.

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All FL1s can set HDC speed by using the throttle pedal. Off the pedal gives the minimum speed. Press the throttle to say 15 Mph and the HDC will keep it at that speed.
FL2 D3/4 and FFRR can set the minimum speed on the CC buttons on the wheel. The target speed can still be controlled by the throttle pedal. HDC is speed adjustable, under throttle pedal control.

HDC on a FL1 is inactive if the throttle is applied

td4van said:

HDC on a FL1 is inactive if the throttle is applied

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That's what I thought. So seeing Nodge's reply I checked in MY01 Rave and it does say "The target speed will be relative to the throttle pedal position."...

Hill Descent Control
This feature allows the vehicle speed to be controlled during a hill descent using the vehicle Brakes. This feature has
to be selected using the Hill descent switch with the selected gear being 'first' or 'reverse' and the brakes below 350C.
When HDC is selected by operating the latching HDC switch, the HDC information warning lamp is illuminated
continuously to indicate HDC is available. If conditions are not met to enable HDC operation, after the switch is
operated, the warning lamp flashes. When going downhill and HDC is selected the vehicle will maintain a target speed
by applying the brakes. The target speed will be relative to the throttle pedal position. If the slope is not steep enough
and the speed is less than the target speed, the vehicle will not accelerate to reach the target speed. The HDC function
is brakes intervention only.
Minimum target speeds with the throttle closed are 6 mph (9.6 km/h) in first gear and 4 mph (6.5 km/h) in reverse
gear. The first gear target speed is decreased to 4.4 mph (7 km/h) if rough terrain or sharp bends (detected from ABS
sensor inputs) are encountered while already travelling at the minimum target speed. Minimum target speeds are
increased at cold idle to prevent conflict between the brakes and the engine caused by HDC trying to impose a lower
vehicle speed than is normal for the increased engine speeds at cold idle. Minimum target speeds at cold idle are 7.5
mph (12 km/h) in first gear and 4.4 mph (7 km/h) in reverse gear.
...

To be honest I've never been able to do this on a FL1. I have seen it in rave but put it down to one of those things. LR have never advertised the FL1's HDC as being able to do this. So I thought there had been a mix up. I always remember the figures in mph although there are mix ups between mph and kph in some texts.

On mine when in 1st with HDC on, and feet off, it applies HDC. If applying throttle and increasing speed downhill, then reducing throttle (but not removing foot) from say 18 to 12mph, I only ever get engine/gearbox breaking, with the result it doesn't slow down enough to the 12 speed as there often isn't enough engine/gearbox braking if the slopes too great. On mine HDC doesn't activate against throttle. LR allowed the violence of the HDC to be felt through the car to confirm to the driver it was activated. The reduction in speed is quite quick when it does work with feet taken off, if it's possible.

How does HDC interact with the MEMS map? I presume it may be through I the idle air control valve and ignition advance? If this is an increment on the existing map, then it may work fine with a fuel/ignition map from a turbo?

Might be a challenge to work this out unless anyone has some contacts within LR?

HDC target speed is throttle position controlled. LR designed it that way. If you want to drive faster than the minimum target speed, then the HDC will prevent the vehicle from exceeding it. I've tried it many times and it works as I described. It's all in the owners manual. It's a cleaver system that works in conjunction with the driver.

rob_bell said:

How does HDC interact with the MEMS map? I presume it may be through I the idle air control valve and ignition advance? If this is an increment on the existing map, then it may work fine with a fuel/ignition map from a turbo?

Might be a challenge to work this out unless anyone has some contacts within LR?

Click to expand...

As far as I know. The ABS ECU simply uses throttle position information from the engine ECU to work out HDC target speed. The ABS ECU sends road speed information back to the engine ECU, but nothing else.