Same issue with mine. Has all the right parts in all the right places, just not makin that power like I should. I am also smoking throughout the pull. Will make some modifications to my head and go through with my diagnostics before I plan to ship you all my ride…
I do wonder how much of it is that cone filter right next to the exhaust manifold sucking in red hot air. We all know that the colder the air going into the engine, the more dense it is and thus more power. I had this with a Series III (I'm running TBI's on it) and the 4-to-1 manifold utterly ruined bottom end drive-ability. Speaking of which, I need to get that properly mapped really.
The cone filter is needed to flow the volume of air these larger frame turbos can consume. The fact that it will be drawing in hotter air, thanks to the filters proximity to the manifold, doesn’t actually make that much of a difference to power. What the warmer air charge does do is cause higher exhaust gas temperatures (potentially feeding the problem) and a less efficient burn due to air density, so more smoke . On the road, the Defenders engine bay does “leak” somewhat and so passive air flow when driving at speed is significant enough to bring charge temps down considerably than what you might think. A Discovery engine bay by comparison, is much more “insulated”, and so tends to trap the heat in and cant lose it anything like as easily as a Defender.
@@cameronwood1994having thoroughly tested every popular choice of aftermarket “performance” air filter housing, we tried a few other types filter arrangements but on balance, in terms of value too, we couldn’t beat just having a good quality cone filter. The major downside (if you want to call it that) is the greatly increased induction noise, but it’s a good trade off in our opinion! 🙂 We will probably pick up on this whole air intake system thing again I expect, as it can be improved and would be a good option for many. Stay tuned!
The cjm exhaust manifold is slightly better than stock as the runners flow nicer much like an AMC head vs stock. You wont be hitting the limits of the exh manifold with the gtb550.
I emailed you about mapping my puma with a dark side intercooler on and a stage one hybrid turbo it’s a 2.2 and you said it’s something you don’t do but this is modified quite a lot
A hybrid turbo will not work on a puma. The end! We’ve spent a small fortune testing and developing turbos for our own cars, many years ago. We’ve actually listed “hybrid turbos” for Pumas on our website, but they’re not available to buy. Read the product description and you’ll understand. The simple fact of the matter is, If we don’t sell it, it’s not worth having!
How many kg/h air is the maf measuring? Have you made any data logs and seen if the turbo is pushing the air into the engine based on the rpm, boost and maximum pumping volume?
We have many data logs from many different specs of high powered Td5, as we obviously log everything we run on our Dyno. Stay tuned as this car will be back soon enough and we’ll post an update then.
Same issue with mine. Has all the right parts in all the right places, just not makin that power like I should. I am also smoking throughout the pull. Will make some modifications to my head and go through with my diagnostics before I plan to ship you all my ride…
The rolling road tells the truth!
Got one of them on mine but with a GTB2260 VK ,needs setting up correctly need to take it up to Carlisle to be done.
Love these big power land-rovers
Thank you!
Great video!
Thanks!
I do wonder how much of it is that cone filter right next to the exhaust manifold sucking in red hot air. We all know that the colder the air going into the engine, the more dense it is and thus more power. I had this with a Series III (I'm running TBI's on it) and the 4-to-1 manifold utterly ruined bottom end drive-ability. Speaking of which, I need to get that properly mapped really.
The cone filter is needed to flow the volume of air these larger frame turbos can consume. The fact that it will be drawing in hotter air, thanks to the filters proximity to the manifold, doesn’t actually make that much of a difference to power. What the warmer air charge does do is cause higher exhaust gas temperatures (potentially feeding the problem) and a less efficient burn due to air density, so more smoke .
On the road, the Defenders engine bay does “leak” somewhat and so passive air flow when driving at speed is significant enough to bring charge temps down considerably than what you might think. A Discovery engine bay by comparison, is much more “insulated”, and so tends to trap the heat in and cant lose it anything like as easily as a Defender.
@@alivetuningltd Hmm, maybe something like the Banks Monster-Ram needs developing...
@@cameronwood1994having thoroughly tested every popular choice of aftermarket “performance” air filter housing, we tried a few other types filter arrangements but on balance, in terms of value too, we couldn’t beat just having a good quality cone filter. The major downside (if you want to call it that) is the greatly increased induction noise, but it’s a good trade off in our opinion! 🙂
We will probably pick up on this whole air intake system thing again I expect, as it can be improved and would be a good option for many. Stay tuned!
Interesting. CJM is better than a stock manifold though?
There’s very little difference between the stock exhaust manifold and the CJM manifold in terms of performance potential.
The cjm exhaust manifold is slightly better than stock as the runners flow nicer much like an AMC head vs stock. You wont be hitting the limits of the exh manifold with the gtb550.
I emailed you about mapping my puma with a dark side intercooler on and a stage one hybrid turbo it’s a 2.2 and you said it’s something you don’t do but this is modified quite a lot
A hybrid turbo will not work on a puma. The end! We’ve spent a small fortune testing and developing turbos for our own cars, many years ago. We’ve actually listed “hybrid turbos” for Pumas on our website, but they’re not available to buy. Read the product description and you’ll understand.
The simple fact of the matter is, If we don’t sell it, it’s not worth having!
@@alivetuningltd amazing at least youve gave ma a reason why you dont do it instead of no explanation
How many kg/h air is the maf measuring? Have you made any data logs and seen if the turbo is pushing the air into the engine based on the rpm, boost and maximum pumping volume?
We have many data logs from many different specs of high powered Td5, as we obviously log everything we run on our Dyno. Stay tuned as this car will be back soon enough and we’ll post an update then.
ANOTHER GOOD VIDEO IF IT WAS MINE THINK I WOULD STICK AT 250 BHP LOOK FORWARD TO SEEING IT AGAIN THANKS
Glad you enjoyed it