Bell-Auto-Services

Hi The final torque/bhp and pressure figures will be posted as soon as we have finished it and tested on the dyno. We do really hope for bigger torque lower down than standard considering i can produce 313lbs/ft @ 2530rpm from a normal TD5 hybrid turbo with my stage 2 remap on.. The driveability with the VNT over the standard turbo is like chalk and cheese, it drives much much nicer pulling gears with ease over the standard setup Regards pete

Hopefully yes when we have completed the TD5 project we will start work on the TDI 200/300 range as well. Regards pete

I agree lots of people do get away with changing the injector loom only , i also agree that the cost of a harness can buy a bulker of cleaning fluid. The point i was trying to make is , if it does go wrong it may cost even more to repair in the long run. Ive got may be 20 ecu's in my garage from Jan 08 till now that have all failed due to oil shorting them out. Yes ive also got ecus that have been dround in oil and still work fine. The price of a new ecu far exceds the cost of the loom and the labour to fit it. We will have to agree to dissagree on this one, im still in the thinking that if a job needs doing it needs doing correctly. Of course we all have our own opinions so i hope ive not caused any offence.

Best changing both looms, "You cant put a price/time on saftey" and if it shorts or worse you will wish you would have done it correct in the first place. There not that expencive and if a job is worth doing its worth doing correctly. Admitingly some people get away with it by cleaning the engine loom out, but in honesty its not worth it if it goes wrong.

And if it does change it asap to save failure at a later date

Change the ecu and fit a new engine harness as well. Topside failure is the 2 big capasitors inside the ecu that fire the injectors,this is caused when the oil in the loom increses resistance and shorts them out.

I can help you out m8 no problem, ive done 100's I can give a mild/safe tune for prevention of engine life etc etc. Regards pete

a bit of anold post i know 2 years , but anyway it my help someone in the future. Topside switch is normaly a problem with the 2 big capasitors inside the ecu that fire the injectors.

The Puma engine DONT use the dual mass flywheel like the transit, its fitted with a solid version just like on the transit upgrade.

Aparently the limiter is to do with the noise and emmisions pollution from the engine, so im told anyway. And yes they do actualy strugle to get much more than 96mph with the limiter removed on our test car. With a remap we have had it past the 112mph limit easy

The limiter on the new defender is 131kmh/82mph or 140kmh/87mph depending on the tyre size fitted. The system recives a speed signal from the tranceponder on the gearbox and is sent to the instrument cluster. From the instrument cluster it is sent to the engine ecu via high speed CAN network , as soon as the engine ecu recives the signal it enables full power. The limiter is set on all ROW or EU cars as the above there is one country that aparently does not have it functional which im still working on. There is also a couple of cars doing there rounds with this function OFF due to the fact that the limiter was not compleately programmed correctly when the car came out of PDI mode. Ive made a speed signal defeate box that will enable more top end power BUT it gives a false reading to the dash to enable this. Im still working on the final product for the total limiter removal which ive managed but it still has a calibration fault that im re writing into the ecu and the dash. Its not as simple as cutting a wire in afraid, ive spent 3 and a 1/2 months and done 8,000 miles of testing, 3,000miles of it on the dyno datalogging while connected to a multi channel oscilloscope while ive been finalising the tuning the engine ecu and testing on the speed limiter. If you remove the speed sensor wire from the gearbox the ecu does not recive its signal and cuts power , if you remove the dash the car wont start and if you cut the CAN wires going to the engine ecu you loose the dash functions like the temp guage battery charge light etc etc. The data is stored inside this processer which is in the engine ecu, ive removed this and reprogramed this chip many many times. As you can see from the picture this has 144 pins to solder on/off every time, this is why its taking some cracking due to the time scale needed to make one basic test or adjustment. Basicly this system is hard to crack , but i wont give up Regards Pete just to add if any of you work at landrover , the wireing diagrams for the speed sensor and the instrument cluster are wrong on the GTR site

All the ones i have worked on are also missing. I have hunted Microcat to find a missing part but as you see in this picture there are only the 2 normal mounts listed.

I agree with you , from what we have seen it is as if underseal is like gold dust. They dont put much on and not very evenly spread either , infact its an abortion of a job. Regards pete

Im not sure why its there , but you can get a propper cap for it