uprated clutch as I've already gone through one after just 25k as well as doing some work to the gearbox because I'm running about 250lb/ft of torque as opposed to 177lb/ft that is supposed to be the maximum for the PG1

Mine has 240NM (177ib/ft) as standard. The 115 ZR has more, and the same box..... so I doubt 177 is the maximum....

 

get to 200bhp?

with the 25 ?

only with very serious mod's

i'm trying to get mine 220 sdi to
150bhp

i will be just happy with that..

 

i'm trying to get mine 220 sdi to
150bhp

i will be just happy with that..

I wouldn't of thought getting to 150bhp on a 220sdi would be that difficult, I think my 25 is probably a touch over 150bhp with the below mods.

Theres a chap in the uk called Jeremy Fearn who can tune 220 SDI's to 150bhp and produce a steady torque curve so when it hits its peak it pretty much stays there through to the red.

website is
http://www.jjf.intercoolers.btinternet.co.uk/

 

The Rover 200 series SDI chip upgrade provides:

An increase in power of 27% = 125 BHP
An increase in torque of 30% = 200 lb/ft
Standard power of 105 BHP
Standard torque of 150 lb/ft

i only found this

 

does it mention an intercooler upgrade on there, when I spoke to him on the phone he said it was an ECU remap and new intercooler that put the power up to 150bhp

give him a ring see what he says

 

"give him a ring see what he says"

well
the big problem here
is water.

yes
a lot of water

between Uk
and Portugal


but yes

125bhp only with ecu remap

but i don't believe another IC
will give u more 25bhp

but i would like to think that way
eheheeh

 

havent we been here before with the "tuning box" would could give you as much power from your 200/25/ZR diesel as you wanted - but didnt it crack clyinder heads?????

 

I don't believe the standard cylinder head would be reliable with more than 130BHP. 115 (which MGR do) is a safe limit.

A modified head (ported / polished) may help, but 150BHP (i believe) would still cause issues.

200BHP is simply NOT possible without either Nitrous, or something simlar. 200BHP, constant, would just destroy the engine. Even now top and bottom ends, cylinder head, turbo, intercooler and more mods struggles to reliably break the 150BHP barrier......


200BHP from a 2.0 litre petrol is rare.... diesel.... na....

 

"200BHP from a 2.0 litre petrol is rare.... diesel.... na...."

rare?

in a rover yes

not in a vag

i NEVER
heard of cracking cylinder heads
in a rover diesel.

can you show me real examples of that ?

 

How can 200bhp be rare in a 2.0 Rover? they built thousands of them.

I have spoken to Jeremy Fearn on the l-series tuning front, he has had no problems with his freelander running at 150bhp and uses it for towing his off-road racer around the country.

When he has a fix for the 25/zr spec l-series i will be on my way there.

 

but a freelander

is a 2500cc
isn't it ?

and has more than 105bhp
from a start..

 

do u diesel guys
have MSN ?

if so
paulodias@hotmail.com

add me

 

I've been running 140bhp for the last 30k without any problems and currently running somewhere over 150bhp

but I still have concerns about the strength of the engine and gearbox so I'd rather have work done to both of these just in case, especially the gearbox and clutch (already gone through one clutch, oops :doh: )

from various companies I've been speaking to they don't see 200bhp being much of a problem on a l series

most people didn't think you could get a 1.4 k series turbocharged up to 200bhp until now

btw any idea what turbo the 25/ZRTD has?? Read on another post thats its the Garrett GT1549 but I think this is for the 220sdi also shows up as being for the 620 as well

 

Freelander (diesel) has two models the TD4 (BMW based 2.0d engine) and the normal L-series engines(rover based).


Cheers to all the Diesel Guys out there!

Long live Diesel Smoke Power .... :lol:

 

With the gearbox I guess going down the Mini route may work.
Fit a competition clutch and straight cut gears.

The major problem with anything above what you have now will be smoke, the police can pull you over if it is too bad. cruising at about 85 could make it smoke bad which will also cover the back of the car fairly quickly.
To eliminate this you will probably need adjustable boost and some way of switching between fueling maps.

It is considerably higher power and if you used it for any extended period of time the pistons would melt, I guess they have some oil spray cooling but would probably need oil galleries in them for proper cooling.
Would also look at uprating the crank and rods to either a better surface treatment or a stronger material.

The diesels in the Volkswagen Cup produce about 225bhp but they smoke alot and also dont finish the races.

 

The major problem with anything above what you have now will be smoke, the police can pull you over if it is too bad. cruising at about 85 could make it smoke bad which will also cover the back of the car fairly quickly.
To eliminate this you will probably need adjustable boost and some way of switching between fueling maps.

Smoke from a diesel is a result of essentially 'running rich'. Too much fuel in the combustion process, and not enough air, therefore allow the engine to breath better. A good fuel to air ratio wont give you hevy black smoke.

Thats the theory anyway, the practise may be a diferent matter.

 

Incorrect injection timing will also cause the problem.

I have worked with Iveco, Cummins and Perkins recently and have be questioning their engineers on this subject and there is no easy way around the tuning on a modern diesel. Just increasing the fuel which most companies do is only half of the job. There is also the question over the cooling of the pistons, the timing and the finish on the rotating parts.

For the same engine and two different power outputs from any of the above companies there will be a number of different specifications of internals even for the same application.

Did Rover stop at 115ps with the diesel due to not wanting to develop the internals of the engine, was it the gearbox or was it to keep the emissions low for tax?

 

Incorrect injection timing will also cause the problem.

I have worked with Iveco, Cummins and Perkins recently and have be questioning their engineers on this subject and there is no easy way around the tuning on a modern diesel. Just increasing the fuel which most companies do is only half of the job. There is also the question over the cooling of the pistons, the timing and the finish on the rotating parts.

For the same engine and two different power outputs from any of the above companies there will be a number of different specifications of internals even for the same application.

Did Rover stop at 115ps with the diesel due to not wanting to develop the internals of the engine, was it the gearbox or was it to keep the emissions low for tax?

Yeah, well the point is that its unburnt fuel out of the exhuast - whether its down to timing or over fueling.

Cooling of the pistons is a good point, the increased power will make them hotter, the same applications as petrol engines need apply in that case - more efficient intercooler, cooler running hybrid turbocharger, chargecooler or water injection.

All of which have been done on dervs

MGR probably stopped becuase Joe Public is a moron and doesnt know how to look after their engine - and more fettling might require the owner to actually give a sh*t - and we cant have that can we