Has anyone got some tips new to the td5 but not to tuning dervs have an l series running close to 195 bhp now. I have so far fitted a decat, removed the egr, fitted a new maf, sorted a boost leak and fitted a larger Inter cooler. The truck will be used as a work horse so larger turbos will be out of the window due to lag. it is a early 2001 reg not sure how you go about getting the mapping done.

Any advice would be much appreciated and some ideas of the figures that can be had

So how was it remapped?

Variable Turbo

MJI said:

So how was it remapped?

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The L series ?

Buckhandle said:

Variable Turbo

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Have seen those knocking around how reliable have they been from day to day use. Have done one vnt conversion before and it ended up been a pain in the bum with the controller needing fettling about with all the time.

info on the L series would be good too.... especially how you got past the 180Bhp "wall"

DastardlyDan said:

info on the L series would be good too.... especially how you got past the 180Bhp "wall"

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gt17 hybrid and a massive mod list. 3 cars breaking the 190 barrier now that I know of.

Dyno sheet or it didnt happen

Remap is yoir first port of call then VNT

there's a very specific reason I mention the 180Bhp "wall". And there's even a term called "club 180" for people hitting 180-183Bhp

Which, if you don't know the answer, kinda proves you may well be fibbing

DastardlyDan said:

there's a very specific reason I mention the 180Bhp "wall". And there's even a term called "club 180" for people hitting 180-183Bhp

Which, if you don't know the answer, kinda proves you may well be fibbing

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fueling and the head believe it or not i don't bother posting or saying anything anymore or haven't you noticed Dan no point following sheep . Car will be at dyno daze pop along. Still back to the subject I have known a fair few people go down the vnt route and none of them are happy.

Jess0engineering said:

fueling and the head believe it or not i don't bother posting or saying anything anymore or haven't you noticed Dan no point following sheep . Car will be at dyno daze pop along. Still back to the subject I have known a fair few people go down the vnt route and none of them are happy.

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Thats because you can't prove it. Show us a dyno sheet from dyno daze and we'll believe you

200tdi ayre said:

Thats because you can't prove it. Show us a dyno sheet from dyno daze and we'll believe you

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Being "nice" adds at least 7BHP ... so I'm told ...

Dippypud said:

Being "nice" adds at least 7BHP ... so I'm told ...

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Thats why mines so underpowered ....

chaps my l series has nothing to do with the subject all i wanted to know is some basic stuff on tuning the td5 and the potential. nothing on the l series gets posted on the net so it does not exists . would love to know how someone got 212 bhp out of one though dan.

one-off 56mm based VNT, with his own VNT controller that he's designed, built, and programmed from scratch himself, along with some rather expensive one-off injectors, and messing with the mapping in ways not normally touched. Stock manifolds, and zero internal mods

The torque curve was ****, so he doesn't like to refer to having 212, so just says he got 200+ (I will admit, it was muuuuch smoother at the lower tune)

Boost was around 30psi IIRC




And the fact you're asking how to get a basic remap, yet claimed 195Bhp on an L, is why we're questioning your other statement...

DastardlyDan said:

one-off 56mm based VNT, with his own VNT controller that he's designed, built, and programmed from scratch himself, along with some rather expensive one-off injectors, and messing with the mapping in ways not normally touched. Stock manifolds, and zero internal mods

The torque curve was ****, so he doesn't like to refer to having 212, so just says he got 200+ (I will admit, it was muuuuch smoother at the lower tune)

Boost was around 30psi IIRC




And the fact you're asking how to get a basic remap, yet claimed 195Bhp on an L, is why we're questioning your other statement...

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simple because i cba to go into lots of research and spend a fortune and am not after tones of bhp people have spent there dollar on the td5 and know what works and what doesn't. im sure you have asked questions similar on . org infact I know you have chap. these injectors wouldn't be based on wingy's or 300s would they. I found the pump to struggle a lot at getting extra fueling. and the head to be restrictive. everyone to there own i can see everyone been an awful lot of help on hear so guess its off to the drawing board.

I lurk on here a bit as I get the odd request to tune a TD5, it's nice to see my name indirectly pop up, so thought i'd register!

The 212bhp L-series is mine. The 212 is the highest reading i've got out of it yet, it's actually a bit of a tale of woe if i'm honest as the guy I had rebuild my turbo prior to tuning messed it up and the one day I had to tune it, it was bypassing exhaust gas so getting the thing to spool was a nightmare.

But once spooled, albeit at higher rpm (3k and on) it did well, i got 212, and I got half a dozen runs above 200. Like most tuners doing pioneering work I don't literally hand out dyno graphs, but they are on FB and if there really was demand to make them open for scrutiny then it's not the end of the world and I'll do it. The turbo itself isn't any secret at all, though it was for a while during it's initial development as the company I worked with wanted to sell it as a kit for vag diesels and the initial dyno testing and remapping was kept hush hush - in very breif terms it's a GT18 family turbine with a 56mm wheel, sharing a machined GTB1756 housing so fits in it's place. On a PD 1.9 8 valve lump we got 245 out of it, which is very reasonable given it's size. It didn't do so well on the rover L series but i've a feeling our older injection equipment does let us down a bit and I don't think the engines flow as well either

I'm just careful because as anyone who knows me knows, i've made myself unpopular with a lot of other tuners because of the work I do! So I don't shout figures out, but they are there for anyone interested from an enthusiast angle. The 170-180bhp pulls with the smaller turbo were a lot better in the curve department.

I think dan's point is, there is a limit to how much power you can get out of the L series, it's a hard limit if you like - I've worked a way around this but it took some doing.

It isn't wingy injectors or 300tdi nozzles, if you're wondering! The fuel pump is capable of 200+ but it is only a 10mm head so i don't think it'd go massively beyond this, but it can go beyond this.

Anyway, I'll let you get back to discussing the good old L-series brother with 5 pots just thought i'd say hi!

It's strange to see so many familiar faces in a different place!

hello there chap didn't know you got that far on with yours last time I was talking to you where buggering about with controllers at home and you just moved to dark side.

Yeah it's been a busy year, as you know I went to get Darkside Dev. got them set up with getting their remaps and tuning done in house as they were working as an agent back then, it was a very busy year but before I left I managed to find the time to squeeze in some rovers and l-series turbo projects, we even managed to spend some time with an ecu emulated so we were able to really analyse the engines on the dyno and there was a 'limit' which unless taken care of puts a blanket cap on the power these engines can make.

It's a software thing, it's inherent in the ecu's architecture which makes it very hard (or ultimately easy! depending on how you see it!) to work around.

The one thing about the later l series is, as nice as it is we're finally making figures, the ecu is really inflexible, so you've to sort of work around it, which isn't my ideal approach but a lot of the problems hardcoded or a nature of the design

Still, we've got a handful of people up to 180, some a little beyond, and some still working on going beyond, so the engine itself is at least starting to prove itself!

Regarding dyno graphs, I don't generally advertise them, but I don't hold them back from interested parties either. I've taken enough abuse from other tuners to not want to freely give data out, but at the same time i'm always happy to prove whats been done. It's a hard balance to strike, so I normally wait until it's demanded, and if I don't think the person asking for proof has an ulterior motive then I give it lol.

Do not underestimate my paranoia. As much as i try and help people, I trust nobody in this industry and I'm right not to.

Dakta said:

but it is only a 10mm head so i don't think it'd go massively beyond this,

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*cough* 11mm *cough*

I will admit, I've been looking into perhaps moving onto TD5 territory once I'm done with the L and G series - it actually looks like the TD5 conrods are a lesser spec than the L series conrods, which was rather surprising...
Bloody massive engine, considering it's just an L with an extra cylinder however

If you want oodles of power, but (quite rightly) don't want lots of lag, then a properly controlled vnt turbo is the way forwards. Mechanical control is utterly pants, and rather pointless considering Dakta's developing his own pukka controller, which has already given good results