‘Superchip’ a Volvo Penta engine??!!

[[2068]]

This is an interesting one because of course there is a 435hp version of the D6, so VP themselves run it at this power. The big question is whether the 435hp version has beefed up internals (my guess would be that everything is standardised for cost reasons so they'd be the same, but it is just a guess).

In this instance I think my bigger concern would be the outdrives - VP don't mate the 435hp version of the D6 with outdrives (although they do the 400hp version now, but I don't know if it uses the same drives as the earlier 370hp version)

D6 300->370 have different internals to D6 400->435.

If you look at the parts diagrams, you will see different cylinder heads, pistons, heat exchangers etc..
Of course, many parts are common, but that's not the full story.

Sterndrives tend to be upgraded to cope with the higher power output engines, then get deployed to the lower power output engines as well.
This is good news for us owners of not-so-powerful D4-260's

Car "chip" upgrades are a different story, because most car engines only spend a few seconds at 85% power output, then drop back to a 30% cruise.
A boat engine might spend 4-6 hours at that 85% power setting.

.

 

[[2068]]

This is an interesting one because of course there is a 435hp version of the D6, so VP themselves run it at this power. The big question is whether the 435hp version has beefed up internals (my guess would be that everything is standardised for cost reasons so they'd be the same, but it is just a guess).

In this instance I think my bigger concern would be the outdrives - VP don't mate the 435hp version of the D6 with outdrives (although they do the 400hp version now, but I don't know if it uses the same drives as the earlier 370hp version)

DPH drive still tops out at D6-400.
DPI drive now mated to D6-440 !

D6-440/DPI | Volvo Penta

.

 

[B58]

This is an interesting one because of course there is a 435hp version of the D6, so VP themselves run it at this power. The big question is whether the 435hp version has beefed up internals (my guess would be that everything is standardised for cost reasons so they'd be the same, but it is just a guess).

In this instance I think my bigger concern would be the outdrives - VP don't mate the 435hp version of the D6 with outdrives (although they do the 400hp version now, but I don't know if it uses the same drives as the earlier 370hp version)

Its not the HP its the torque that will kill the drive

 

[B58]

These chipping company don't take into account that a marine engine is running at a continuous high load , not like the car engine which rarely runs at that level of power.
An increase in fuel and boost will increases combustion pressure which can decrease engine longevity, this is a common failure when leisure rated engines are used at commercial load factors.

 

[Chris H]

I’ve had petrol and diesel cars mapped in the past, some results better thaN others but all gained improvements, problem with boats is you are running at far higher constant loads, on a car you may be flat out for only a few seconds before having to back off, boats seem to be run @ 75 % + most of the time.

 

[julians]

I had an audi remapped about a decade ago, gave it a lot more power (which translated into noticeably increased acceleration) , but shortly after the remap the clutch started to slip. so put in a stronger clutch, then the drive shafts started to fail - then sold car.

My current car can gain a lot of power by a remap, I think it can go to 520bhp from 440 ish quite easily and apparently quite reliably, but I'm not going to bother.

Wouldnt touch a remap (and certainly not one of those dodgy looking tuning boxes) on my VP D4, boats spend far too long under high load to be even trying to get more power out of it.

 

[[2068]]

The tuning cycle for cars goes something like this:

- Remap
- Oh dear, the coolers are too small, fit bigger intercooler and radiator
- Oh dear, the exhaust is too restrictive, remove secondary cat, bigger pipes
- Oh dear, the brakes are too weak, fit bigger discs, calipers and pads from an RS6
- Oh dear, the turbo is running out of boost at high revs, fit bigger turbo
- Oh dear, the injectors are at the top end of their delivery, we are running lean, fit bigger injectors
- Oh dear, the clutch is slipping, fit uprated clutch
- Oh dear, the suspension is a bit floaty, fit lowered springs, uprated shocks, poly bushes
- Randomly fit blue hoses everywhere because it is "cool" to do so
- Fit an air filter that releases small particles of oil onto your O2 sensor and makes absolutely no difference to performance other than a "sucking" noise from under the bonnet

- Remap again
- Oh dear, our coolers are still too small ...
Repeat until you run out of money or your engine detonates into small metal fragments half way along the A3.

Alternatively just buy a faster car in the first place.
My current car has 365bhp out of the packet and I have NO PLANS for any of the above although apparently just a remap will take it to 400bhp.

.

 

[Mr Googler]

K & N induction kit is a right of passage for any self respecting teenage.....even if it was fitted to a Nissan Sunny 4 door saloon! ?

when I got an E34 M5 in my 20’s......I fitted nothin! Don’t mess with perfection....Car or Marine!

MAN engines in certain Italian boats could probably do with a chip though??

 

[Portofino]

K & N induction kit is a right of passage for any self respecting teenage.....even if it was fitted to a Nissan Sunny 4 door saloon! ?

when I got an E34 M5 in my 20’s......I fitted nothin! Don’t mess with perfection....Car or Marine!

MAN engines in certain Italian boats could probably do with a chip though??

Must admit , there’s some truth in the America expression “ there’s no substitute for cubes “
Cars + Boats .
I had a taste of the tricked up KAD 300 naively thinking ....“well every one else has got one so it must be ok “ .
The tales of woe on here about KADs , D 4/6 s speak for themselves.
Its not the oily bits , cranks , valves , pistons etc it’s the bolt ons and the complexity that goes with them .

Fans reluctant owners say “ there’s nothing else on my size / budget “
There is if you look or listen .I often wonder at times if a Pershing 37 or 43 HT , would have caused the same down time + unpredictable expense as the plethora of Sealines Fairlines , Princess + Sunseekers fitted with Something VP ?
I am leaving the outdrive / IPS ....the drive out ...I think we all know deep down aged drives are money pits .
Just talking the small block blown VP engines , or is that double blown ?

Interesting the Italian builders seem to sway away from VP , you know the small , med ex family owned Co s .
Riva , Itama , DP , Bageitto ( early ones ) Sarnico , Pershing , Georgi , + many more .

Chipping a boat is pretty pointless unlike a car the sterngear/ hull fouling is king re any speed loss / gain as well as the weight .
Its amazing if any of you none post 2002 MAN owners can someday see the “load “what effect the above has .
As I have figured out I set my cruise not on speed , but on the load ..aim for 80 % .This number I gleaned from American sport fisher forums ...they run up 1000 s of hrs 5000 / 15000 hr range , so I am not disputing it .You are very welcome these guys run fast boats for a living it’s ain’t no rich Boys hobby .The boats put food on the family table and keep the wolf from the door

Coming up to 1000 hr , bought it 5 seasons ago with 480 ...just lub changes thats all .
I did the valve lash my self last year ...dead easy . That’s important with high power diesels in terms of lost HP .

Also another longevity thing is the rpm , the lower the better just less metal to metal scraping ..distance wise .
Feel better letting the oily bits move about at 1760 rpm than 3200 , can‘ t wear at the same rates .
With new who cares ? With aged machinery ? The forum post speaks volumes .

Remember I came from sail to mobos ....basically knowing very little .
Just watched and learned ....kinda figured it out .

As an aside to the MAN thing as you mentioned it the I6 2876 we run is the same in 1000 s of lorries, coaches , and even rail diesel units .I figured even with a bigger turbo at 700 Hp it would be ok in a boat .
Secondly as per boat instal it’s actually found in the next sizes up 50 / 60 ftrs .
Eg a Sunny Porto 53 - CAT C12 or FL Sq 58 , with D12 .
So I think they have an easy life @1760 rpm with translates into 27/28 knots ....80% load .
Yep another Porto nugget of wisdom at a boat show , after asking what the deadrise is ...hit the sales staff with “ can you tell me the none marine application of the engines ps ? “

Walk away if you get a blank look .

 

[julians]

Must admit , there’s some truth in the America expression “ there’s no substitute for cubes “
Cars + Boats .
I had a taste of the tricked up KAD 300 naively thinking ....“well every one else has got one so it must be ok “ .
The tales of woe on here about KADs , D 4/6 s speak for themselves.
Its not the oily bits , cranks , valves , pistons etc it’s the bolt ons and the complexity that goes with them .

Fans reluctant owners say “ there’s nothing else on my size / budget “
There is if you look or listen .I often wonder at times if a Pershing 37 or 43 HT , would have caused the same down time + unpredictable expense as the plethora of Sealines Fairlines , Princess + Sunseekers fitted with Something VP ?
I am leaving the outdrive / IPS ....the drive out ...I think we all know deep down aged drives are money pits .
Just talking the small block blown VP engines , or is that double blown ?

Interesting the Italian builders seem to sway away from VP , you know the small , med ex family owned Co s .
Riva , Itama , DP , Bageitto ( early ones ) Sarnico , Pershing , Georgi , + many more .

Chipping a boat is pretty pointless unlike a car the sterngear/ hull fouling is king re any speed loss / gain as well as the weight .
Its amazing if any of you none post 2002 MAN owners can someday see the “load “what effect the above has .
As I have figured out I set my cruise not on speed , but on the load ..aim for 80 % .This number I gleaned from American sport fisher forums ...they run up 1000 s of hrs 5000 / 15000 hr range , so I am not disputing it .You are very welcome these guys run fast boats for a living it’s ain’t no rich Boys hobby .The boats put food on the family table and keep the wolf from the door

Coming up to 1000 hr , bought it 5 seasons ago with 480 ...just lub changes thats all .
I did the valve lash my self last year ...dead easy . That’s important with high power diesels in terms of lost HP .

Also another longevity thing is the rpm , the lower the better just less metal to metal scraping ..distance wise .
Feel better letting the oily bits move about at 1760 rpm than 3200 , can‘ t wear at the same rates .
With new who cares ? With aged machinery ? The forum post speaks volumes .

Remember I came from sail to mobos ....basically knowing very little .
Just watched and learned ....kinda figured it out .

As an aside to the MAN thing as you mentioned it the I6 2876 we run is the same in 1000 s of lorries, coaches , and even rail diesel units .I figured even with a bigger turbo at 700 Hp it would be ok in a boat .
Secondly as per boat instal it’s actually found in the next sizes up 50 / 60 ftrs .
Eg a Sunny Porto 53 - CAT C12 or FL Sq 58 , with D12 .
So I think they have an easy life @1760 rpm with translates into 27/28 knots ....80% load .
Yep another Porto nugget of wisdom at a boat show , after asking what the deadrise is ...hit the sales staff with “ can you tell me the none marine application of the engines ps ? “

Walk away if you get a blank look .

All those words and not one mention of egt?

 

[Portofino]

All those words and not one mention of egt?

I,am adapting

 

[petem]

If you want to make your boat go faster then dump all of the cruising gear that seems to find it's way on board over the years.

 

[BruceK]

I,am adapting

No, you're morphing. Into @oldgit of all people. But you have surpassed the master with your dogma

 

[ari]

D6 300->370 have different internals to D6 400->435.

If you look at the parts diagrams, you will see different cylinder heads, pistons, heat exchangers etc..
Of course, many parts are common, but that's not the full story.

Sterndrives tend to be upgraded to cope with the higher power output engines, then get deployed to the lower power output engines as well.
This is good news for us owners of not-so-powerful D4-260's

Car "chip" upgrades are a different story, because most car engines only spend a few seconds at 85% power output, then drop back to a 30% cruise.
A boat engine might spend 4-6 hours at that 85% power setting.

.

That's interesting, thanks

 

[ari]

if your car engine goes phut, you pull up at the side of the road
If your boat engine dies on you, its an entire different ball game.

Another way of looking at it might be

If your boat engine stops you bob about a bit (worst case) or continue on the still functioning engine (best case).

If your car engine goes phut, you could find yourself stationary on the wrong side of a fast blind corner, stopped on a 70mph dual carriageway at night with nowhere to get the car off the road, etc etc. It's an entire different ball game.

 

[Portofino]

Another way of looking at it might be

If your boat engine stops you bob about a bit (worst case) or continue on the still functioning engine (best case).

If your car engine goes phut, you could find yourself stationary on the wrong side of a fast blind corner, stopped on a 70mph dual carriageway at night with nowhere to get the car off the road, etc etc. It's an entire different ball game.

Or “ another way of looking at it “ see the life insurance premium difference between a fisherman ( a proper boat guy ) and a taxi driver .

No prizes for figuring out which is higher ...actuaries rarely get it wrong .

 

[Mr Googler]

Or “ another way of looking at it “ see the life insurance premium difference between a fisherman ( a proper boat guy ) and a taxi driver .

No prizes for figuring out which is higher ...actuaries rarely get it wrong .

rubbish......comparing a commercial fisherman / pleasure motorboater is like a rally driver / taxi driver!

 

[Portofino]

It’s a engine stop at sea vs land , risk difference . The thrust of experience and advise seems to ( correctly in my view , but I accept you May differ ? ) that a chipped marine engine tends to lean towards a stoppage .

From a actuarial pov I don’t think occupation wise there’s such a category as “ leisure boater “ or Social domestic and pleasure .

Fisherman and taxi driver , difference in life premiums .Why ?

One earns a living with a motorised boat the other with a car / people carrier also motorised ..The one who requires his engine on water seems to have a higher death rate .Humans yet to perfect the art of breathing under water i suspect plays a part .They are pretty good at walking away on land .
Despite a huge difference in sea users and road users at any one time .

Rally drivers actually have a very small death rate , the protection ...roll cages etc and very unlikely to break down from an engine failure , a team of spanner men often manufacturer supported to boot .If they do , they just get out on a forest track and admire the view as they stroll towards the check point .Dodging there rivals granted .

 

[Assassin]

Back in the real world, why don't they chip engines? actually all modern engines are chipped and heres the main issue, you have to individually map each component to work in harmony and getting this balance depends on hundreds of factors, currently its emissions in the EU, and as engine manufacturers all now work in world markets all these hundreds of individual components have to work in harmony and be capable of having a working range to allow them to be tuned to different emissions standards of individual markets, and all from one engine. Working parameters are critical and in every individual market, irrespective of the manufacturer tuning, they have to remain within their designed operating parameters, if we take thermal efficiency for example, they have to operate within a set working range to control combustion heat and if the combustion temperatures rises above a specific point either the engine management system reins it back to regain control of combustion temperature or it throws everything else out and the engine management system goes into limp mode, so tuning totally upsets the balance to the point of having it balanced with a brick on one end and someone puts a pack of bricks on the other end, totally unbalanced.