Smallmankey wrote:

I have always been under the impression that there where differences to the spec (Turbo maybe) rather than it just being down to mapping changes.
Sure I read of these at the time, can't be sure though memory isn't as sharp as it was so happy to be corrected.

[quote="IanMetro"]

jules wrote:

Am I right in thinking that to make full use of the extra power, the auto gearbox would need remapping, or is the gearbox clever enough to realise that you have an engine that revs productively to a higher figure, and adjust itself.

My remapped Td5 was manual and very responsive. It did warp 2 exhaust manifolds though 😖 Landrover - turning owners into mechanics since 1948

2014 Orkney grey Freelander SD4 GS.
2004 Zambezi silver Discovery 2 Td5 (Gone)
1963 Surf blue Morris Mini Minor Super de Luxe (my little toy)

Many thanks for the wise replies...

I'll have a word with the guy after New Year and see if he can 'replace' the missing peak of the power curve which can only help fatten the torque curve a bit.
So, thanks to the advice on this post I'm not going to ask him to 'max it out' but only to replace what's been removed and have a general tidy-up. I've got to do something as i find that power curve offensive...

I'll reply to this post when done but I know he doesn't have a dyno so there'll be no pretty pictures i'm afraid...

Cheers all - and have a good 'un...  1974 Series 3 Lightweight
1980 Yamaha RD350LC
1990 Suzuki GSXR1100L
2006 FL2 HSE

Andy131 wrote:

I may be wrong, but I thought that the FL2 limited the power in first as it was too much for the transmission. This implies that the gearbox talks to the engine management to say hold the horses, what happens with a chipped engine?

Evil Elsie wrote:

... but I know he doesn't have a dyno so there'll be no pretty pictures i'm afraid...

It's possible to get an idea of torque output from a remap, simply by using the injector fuel throughput rate, verses air volume, multiplied by the RPM. However this is only really supposed to be the starting point of a remap, when the final "fine turning" is done on the rollers.
It is also possible to use all the map parameters from a previous rolling road session on another identical vehicle, however this doesn't take into consideration slight engine variations.

So in short, it really needs to go on the rollers, especially if torque curve orgmentation is required, to help limit damage to gearboxes and final drive components.

Rover used this exact technique to limit gearbox damage on the MG Metro Turbo in the 90s.
Basically the turbo boost pressure was limited to flatten the natural torque curve of the engine, as the engine was capable of delivering sufficient torque at full boost to shorten the gearbox life to a few hundred miles. Obviously Rover didn't want to be changing gearboxes under warranty, so they limited the boost pressure where the engine made maximum torque, which kept the torque curve inside the maximum capacity of the gearbox. Hyundai Ioniq 5 Ultimate. The family car.
2009 Rimini Red SE TD4. Gone.
2006 Tonga Green i6 HSE. Gone.
Audi A5 convertible, my daily driver.
1972 Hillman Avenger GT, the project.

Thanks for the additional info.

I'll have a chat with him and ask about the lack of Dyno....

Cheers, 1974 Series 3 Lightweight
1980 Yamaha RD350LC
1990 Suzuki GSXR1100L
2006 FL2 HSE