Hi Nodge, I would actually disagree with reference to adjusting timing slightly on the L series VP37 pump by using offset dowels or adjusting the pump drive slightly.@Joe_H
I agree that timing is as important to torque production as the fuelling. However on the L Series, the timing can be altered a few degrees at the pump drive. In fact pump timing has to be optimised to get the best out of the engine. Simply using locking pins is not 100% accurate when optimisation becomes necessary.
Hi GG, on older engines like the L series there is actually quite a lot of leeway to to improve consumption on the 'pump' but not really without injection timing adjustments which nobody has every really done without an internal mapping change - or indeed, multiple internal mapping changes as the older EDC contains up to 24 individual 'maps'. - I firmly believe a better solution to the rather crude 'remaps' is to have an external injection advance / retard mapped unit running in collaboration with the inbuilt factory maps. The main areas of control over the pump (derived from a fairly simply - comparatively - EDC (ECU) can be accessed prior to consulting the internal maps. Simply tricking the system into a slightly longer injector duration (increasing fuel - richer) is 'ok', but relatively crude as it is linear in it's progression. (however, it is linear in relation to the internal mapped requirement meaning it is additive to the mapped requirement. Whether this is always a linear requirement is unlikely.Playing with the fuel pump to improve 'power'/fuel consumption I think is called the "Hammer Mod" (on here).
Normally, the only real way you can reduce fuel consumption is by control of your right foot . HOWEVER, I have commercial data showing that the required EU emissions for Oxides of Nitrogen demand a retarding of optimum ignition timing. The quoted fuel INCREASE by having to do this under the regulations is quoted at around 4% !. The crazy part is by retarding the ignition to achieve the 'NO' family reductions also INCREASE the CO and soot levels.!!! crazy... (and that is example is on our very own pump and its electromechanical control (the VP37)If adjusting the timing will improve the power per squirt - then it stands that it will improve economy
Do you have the ability to plug 'something' into the ODB socket and talk to L Series Freelander components? I'm not into the EMS side of things, but my pet goal is to run a Android/Linux/Arduino device plugged into the port that monitors ABS data - specifically the wheel speed sensors.The big issue that I see with the RB is that there is absolutely no control of the injection timing. The basic principle is great.
I am currently looking at a microprocessor controlled injection timing device to complement the RB unit. (I have MANY years of programming embedded microprocessor units for $H!T$ and G!GGLES!)
It is a fact that - due to emission controls - that the timing is around 4% retarded due to weird regulation that advise Nitrous Oxides being reduced ??? what ??? - yet, surprisingly, INCREASING the CO / CO2 emissions at the same time !..
By removing this limitation on timing (which - of course - REALLY good remap could do - but - I do not believe there are many out there - and, they are non adjustable !!!!) I believe that - certainly - in the earlier engines (the L series for example) that the power increase could be genuinely increased. (this is also NOT part of the MOT!!!)
THIS - IMHO is the way to go, ALONG with the fairly simple fuelling increase provided by the ronbox type of assistance.
This approach to fuel timing needs an inbuilt, but simple - internal mapping to correlate the relationship of CPS to NLS - but this is fairly simple.
If anyone really wants to look or discuss the technical side of the injection advance / retard external units and mapping - or - indeed - the source of the information - then PM me. I can provide spreadsheets and up to date info to the right person(s) - PREFERABLY - ! THOSE WHO WANT TO HELP TO PRODUCE THE DEVICE.
The solution is relatively simple and actually very cheap.
Basically it needs an intercept from the needle lift sensor and the CPS as a closed loop and then an output to the A/R solenoid on the VP37. again = this is for the L series. yes -in future, it could be adapted for td4 etc..
Any techies who want to converse ??? let us talk, I have an outline valid solution.
Joe
I'm sure silly won't mind.Well, now I feel silly.
I might be interested in that DM. How old is it?I have a Synergy 2 for sale, if anyone wants it. £75 posted
Ihad one of these fitted to my Rover 75 cdti highline,it did make a great difference to the running of the engine,cured the known flat spot,gave a good speed boost,and never noticed any more fuel being used.I have a Synergy 2 for sale, if anyone wants it. £75 posted
I might be interested in that DM. How old is it?
I have to say, that a lot of the time when people claim great improvements in economy from such things as plug in boxes - I do wonder if a lot of it is 'placebo' type effect. What you're saying is that any fuel consumption increases on a Freelander L Series by the 'Hammer Mod' - must be placebo - because it will make no difference?
I suppose with a timing wire in injector 1 - it must do 'something' - ie the ECU uses it to adjust the timing of the fuel pump regardless of whether its a couple of degrees outside of its perfect manual timing position. I would hazard a guess that this is not used on start up. This would explain why when the pumps are not timed manually correctly the engine has difficulty starting - but if you can start it, it will appear to run pretty 'OK'.
Hi Again GG, I have not specifically played with the OBDC connector on the FL yet - (I have a full suite for our Fiat Panda that can do anything !)Do you have the ability to plug 'something' into the ODB socket and talk to L Series Freelander components? I'm not into the EMS side of things, but my pet goal is to run a Android/Linux/Arduino device plugged into the port that monitors ABS data - specifically the wheel speed sensors.
checked mine today .. although just the label side ..Do they have dates on them?
the pierburg .. from http://www.tuning-diesels.co.uk .. is less £ ..They aren't that expensive to buy the genuine (Bosch?) LR part.
In talking to my brother about the Ingenium engine in his XE, he has the oposite problem. It has virtually no engine braking - so you lift off the go pedal and the car just coasts to a halt. However, he says that this only occurs when the engine's warm. When its cold it runs in a traditional fashion - which causes problems because he expects it to always coast. When he pulls away from home in the morning, the first stop he lifts off the accelerator, almost throws himself through the windscreen and stops 50 yards shortthe most annoying thing .. to me .. about post 'emission-control' diesels ..
is the delayed .. or initial lack of .. engine response when the go-pedal is pressed
The Ingenium in his Jag is the 'standard' 180HP from the 2L oil burner. The 'entry level' 'manual 2WD LR' ones are a 'poultry' 150HP and they're releasing one soon that has 220/250HP.if re-mapping wasn't available .. nor tuning modules like the ron-box i'd be thinking of changing vehicles .. to an older type that could be tuned up
No need to take a pop at the L Series!( but good there's no added plume of black smoke on acceleration )