Diesel Tuning

DIESEL TUNING

Before one starts to modify or alter setting on diesels, it is important to understand how the motor works as opposed to petrol motor.

RGM has been setting and mapping diesels for a number of years now, and has all the facilities and instrumentation to do so successfully.

The two most important pieces of equipment required are the Exhaust Gas Temperature (EGT) probe and an Air Fuel Ratio (AFR) meter.

When setting a diesel it is of paramount importance to monitor the EGTs as one could easily get sidetracked for a diesel is a motor that all one needs to do to make more power, is basically to add more fuel.

The downside of this is higher fuel consumption and the fact that the EGTs increase dramatically.

It is important to realise that while setting a diesel on a Dyno, the elements do not play such a great role. Thus extreme caution is taken to be on the conservative side of the power curve.

This eliminates the possibility of higher ambient and road temperatures having an impact on the EGTs. durability

With older diesel technology, only the diesel pump can be set to improve performance, but one setting controls across the rev and throttle range.

With modern day diesel technology however, throttle response, consumption, and on turbo charged vehicles, boost are all controlled via the Electronic Control Unit (ECU).

This technology has evolved from petrol engines. Diesel injectors are no longer mechanically operated but are electrically operated.

This opens up a whole new avenue for mapping throttle response and power curves.

RGM has been using the Unichip over several years and this was a natural progression into the diesel world.

With all modern diesel vehicles, light throttle is still left for cruising (Conservative consumption) and as one requires more power on throttle, so the mapping can change to accommodate this.

On turbo charged diesel vehicles, the boost is normally controlled via the ECU and this means that boost can easily be increased to improve performance.

SOME OF THE VEHICLES WE HAVE CONVERSIONS AVAILABLE FOR
DESCRIPTION	POWER		TORQUE
	BEFORE	AFTER	BEFORE	AFTER

BMW 330 D (Pre July 2003)	135 kW	160 kW	390 Nm	490 Nm
BMW 530 D (Pre July 2003)	142 kW	160 kW	410 Nm	490 Nm
BMW X5 (Pre July 2003)	135 kW	155 kW	410 Nm	490 Nm
ISUZU Kb300 TDI	96 kW	118 kW	294 Nm	325 Nm
CLOSED LOOP EXTRA	118 kW	125 kW	325 Nm	440 Nm
COMBINATION	96 kW	128 kW	294 Nm	440 Nm
JEEP GRAND CHEROKEE 2.5 CRD	105 kW	120 kW	343 Nm	393 Nm
JEEP GRAND CHEROKEE 2.7 CRD	120 kW	152 kW	400 Nm	480 Nm
JEEP GRAND CHEROKEE 2.8 CRD	120 kW	125 kW	410 Nm	450 Nm
LAND CRUISER VX 100 4.2D 4speed auto	150 kW	170 kW	430 Nm	510 Nm
LAND ROVER Td4	82 kW	99 kW	260 Nm	316 Nm
LAND ROVER Td5	101 kW	120 kW	300 Nm	360 Nm
MERCEDES BENZ C 220 CDI (Pre July 2003)	105 kW	128 kW	315 Nm	395 Nm
MERCEDES BENZ C 270 CDI	125 kW	152 kW	400 Nm	480 Nm
MERCEDES BENZ E 270 CDI (Pre July 2003)	130 kW	153 kW	425 Nm	522 Nm
MERCEDES BENZ ML 220 CDI(Pre July 2003)	125 kW	145 kW	400 Nm	460 Nm
MITSIBUSHI DID PAJERO 3.2	121 kW	140 kW	373 Nm	443 Nm
NISSAN HARDBODY 3.0 16V TD	105 kW	118 kW	314 Nm	380 Nm
NISSAN PATROL	116 kW	132 kW	354 Nm	400 Nm
RANGE ROVER TD 6	130 kW	160 kW	390 Nm	490 Nm
TOYOTA HILUX 3.0 DE	72 kW	85 kW	192 Nm	219 Nm
NEW TOYOTA PRADO 3.0 TDI (2003)	96 kW	115 kW	343 Nm	395 Nm
NEW TOYOTA HILUX 2,5 D4D	75 kW	82 kW	200 Nm	250 Nm
NEW TOYOTA HILUX 3.0 D4D	120 kW	138 kW	343 Nm	390 Nm
CHRYSLER VOYAGER 2.8	110 kW	125 kW	360 Nm	450 Nm
VW GOLF TDI 1.9	81 kW	95 kW	235 Nm	300 Nm
VW POLO TD 1.9 (PUMPE DEUSS) (up to 2006)	74 kW	92 kW	240 Nm	290 Nm
VW JETTA TDI 1.9	81 kW	95 kW	235 Nm	300 Nm
VW CARAVELLE T4	75 kW	90 kW	250 Nm	300 Nm
NISSAN NAVARA 2.5 4x2 Closed loop	106 kW	129 kW	356 Nm	392 Nm
LAND ROVER TDV6	140 kW	169 kW	445 Nm	496 Nm