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Liverpool transfer news and rumours: Crystal Palace give up hope of landing Christian Benteke? His posts came hours after he left the Fast 8 set minutes after his final scene wrapped on Wednesday. However, other sources told the website it was The Rock who was frequently late, much to his co-star's annoyance. Tyrese responded, posting a video of The Rock and his daughter, along with a lengthy message. As a result of recent events on the forum, I was prompted to look back in to my Puma development archives for some data-logged information I needed, of which I made way back in April 2007 when I very first started the Puma development.
Whilst looking for what I needed, my memory was refreshed and alive again remembering all the hard work and effort made at that time, which made me think!
I thought it about time I shared some of this development work information on open forums as so many of you are very interested in how your puma works as a car. And, of course I would like to share it with you if you are interested in reading about it. I will try and write it as it happened in the correct order but it’s been quite some time since the project was originally started and many things have happened since. Back in January 2007, myself at BAS and Andrew at Allisport were talking on and off for quite some time about the new Puma that was going to become available soon and what we could do with it in respect of tuning.
We spoke a lot about the new type engine which was going to be used for the first time in a LandRover Defender and, more to the point it was from another brand of car manufacturer that both of us really knew little about in respect of tuning it. Naturally we were both really unsure and very sceptical of what achievements could be made to it, if any at all.
We were going into “no man’s land” in respect of the information already available as we still knew very little about the new setup and its engine management system at this point. After much talking and firing ideas back-and-forth to each other we both decided a vehicle was needed to work on, so with credit to Allisport for the offer, Andrew went out and bought one to work on and regardless of ifs-and-buts as to how things would work out, we would just work through it until we cracked it - no matter how long it took.
This, I think is a real credit to Andy for being so trusting in me and also in us working together as a team trying to develop such a new model of car before anyone else has even attempted it. So that was that, Andy collected his car in April 2007 and within 300 miles of taking delivery of his brand new and very expensive Defender he was up at my workshop where we commenced the development work.
Below are a couple of pictures of Andy’s 1 week old car at the side of my mate’s 2 day old car.
Take a note of the miles covered while remembering, Andy has just driven over 200 of them to arrive at my workshop. Within about 30 mins of Andy arriving at my workshop, and after us both drooling over his new shiny car, out came the tools as it was time to void the warranty on his very expensive investment or what could become a very big paperweight hehe, and of course, I did my best to keep reminding him of this, like you do, whilst at the same time stating to him we are both crazy doing this to a new car that nobody has ever messed with before lol.
First we added some sensors and gauges that would help me with the tuning and Andy with intercooler efficiency calculations. These sensors and measurements are a must when starting anything new, as the unknown is only round the corner and these will prove to be very valuable later on in development of the car. We then removed the old standard sized intercooler in order to fit the new massive performance intercooler which was designed by Allisport.
After this, we then moved onto finding out what ECU the new Defender was running, and we found out within about 5 mins that this was a new Visteon ECU produced by FoMoCo (which is basically Ford) and I was certain no one had ever tuned it before. So after opening it and seeing the 144 pin PQFP processor inside and knowing there was nothing on the market that could already ODB tune this ECU, I set it to one side for now and ordered some parts for my chip programmer to help me connect the processor. I then sent Andy on his way as quickly as I could, as what I was about to do next to his pride and joy was not for the faint hearted lol and it was best for my personal health that he didn’t see what I was about to do . Out then came the Instrument cluster for reverse engineering work to be started on the speed limiter, this seemed the best place to start since road speed and the ipac are directly related. Cut the rear cover of the ipac so it could be fitted back to the car leaving the memory chip external to the dash for easy access.
With this done it was now time for me to sit down and disassemble the program code read from the instrument cluster to work out what its doing and why etc. You will see in the picture below some of the obvious information that was instantly available in the code like the cars chassis number, ECU assembly number and programming dates. The very top 2 lines are an incremental part of the chip where value can only be added, this is where the cars distance covered is shown in binary but calculated in KMH. Moving further down the data is the EUCD information block and stores the build information of the car including things like Tyre circumference, Vehicle type, Transmission type and more to the point that interests me the Speed limiter ! After the disassembly was completed I started making tests to remove the speed limiter from the car via modification of the data held in the chip. Below is a picture of my Oscilloscope connected the speed sensor of Andy’s Puma where I was measuring the output from the sensor for my next move in the battle of the limiter. From these measurements I decided to make a very basic test circuit that would interrupt the speed signal sent from the gearbox to the instrument cluster, this would help me understand what part of the car was affecting another in relation to the speed limit. I knocked up the circuit below using some very basic and widely available components and fitted it to the car so I could start interrupting the speed signals sent out from the gearbox.
The next stage of the development I decided to do was the De-cat and centre exhaust removal, This from what I now commonly see every day on the market available from various places in and out of the UK seems to have made the first “Blue Print” shape to the commonly known Puma De-cat!
This was going to be a process where I had to hand make a De-cat pipe with no flexible components yet still make it fit without rattling. In some respects its also one of the hardest parts and is very time consuming to build by hand because it’s a job that when made it generally does not fit first time and the exhaust has to be taken on and off quite a few times for adjustments and fine tuning.
I have an exhaust pipe bender which I use for prototyping many exhausts as I always find it easer to produce something how I want it rather than how a main stream exhaust manufacturer does. I use a machine that is made in the USA called BendPak, it’s a semi-automatic bending machine that does not take up much space in the workshop and is ideal for “One Offs”, repairs and general light use.


So it began, I pulled the Puma on the ramp and started taking apart the brand new still shiny car, while I had it on the ramp the gearbox came out to address the what is normally a problem Duel Mass flywheel, BUT to my amazement it didn’t use the old type TD5 flywheel and clutch but instead LandRover had moved over to a single solid flywheel when the 6spd gear box was introduced. I didn’t take many pictures at this time as my hands were full of gearbox and tools lol and I wanted to get cracking on the De-cat prototype.
I took off the original Landrover exhaust and did some measurements and basic CAD drawings for my profile cutter who would cut me some flanges for the turbo end of the exhaust and the end that fastens to the centre box.
I continued on to test fit the flanges to the car before it was time to start bending some stainless, The flanges were exactly what I needed and fitted perfectly so it was on to the pipe work, after many hrs messing cutting welding etc id managed to build the very first puma De-cat that was going now to be used to build the jigging tool for thousands more to come. As you can see in the picture of it below it was not the best or sexiest looking thing in the world and the bends were no where near as good and smoothly done as a mandrel bent exhaust but for sure it was a fantastic first attempt of which im very proud of doing. I did fit this to the car of which Andy used for quite a while at the same time various tests, measurements and calculations were made before it was then sent away for duplication from an exhaust manufacturer.
The calculations and tests made at the time would be needed later on when it came to tuning the ecu for performance and was a crucial part of the process. Interestingly these calculations were going to be used again over 3 years later down the line when landrover made yet again some new software updates, at the time this would have never crossed my mind. This was where is had to recently remake a copy of my original EGT and Exhaust back pressure test kit to try and work out some issues related to tuning the new LR software versions. Last week i had an interesting day with a forum member doing some tests on a standard car and a performance exhaust car and would show yet more work is due again in 2011 to address the related things correctly. This is a remade version of the original test kit i used, Guages would be attached to the end on the K-Type thermocouple and pigs tail coil pressure outlet. This setup was also used to take measurements for the EGR shut to minimium mapping to ensure we were not generating to much heat amongst other things.
I was then onto what at this point what seemed totally impossibile as i had no one to look to for information or advise or even ideas for tuning because it simply didnt exist for the Puma or even the MK7 transit what used the same lump. After i opend the ECU for the very first time on the first day of developement i was faced with this ! A 144 pin STMicroelectronics processor only 20mmx20mm that was only 1.4mm thick and consisted of 4 sides with of which had pins sooo small you could hardly see the gap between them without magnifying it using a jewlers eye glass. This as you see from the picture above and below where the chip is removed, it wasnt going to stop me even though I was advised by STMicroelectronics as being only possibile with a 20K heat oven dedicated for PCB manafacturer.
Little do they know that I ended up takeing the chip off and on in my office many many times with a 500 quid hot air station and they wernt going to stop me with frights about 20k machines needed for the job.
I also at the same time was dissasembeling the code at every point of programming the software update to work out how the ecu was addressed in respect of data block size etc etc. I just posted part 2, probabally loads of typos in it but ill have a re read my self and edit as needed. Looking at the info ive collected i should have made it 10 parts Also looking at the pics and info saved i think to my self, ohh ive quite a few very, very interesting stories i could tell everyone about the puma developement ive done but i think the typing may get the better of me so it looking like a cut down version.
This superb reading just wish your workshops were much closer, i think my 90 would be in much better shape if i could be picking your brains instead of the dealer that wants to tell you nothing at all as if its the biggest secret in the world but the answer is they dont know either If everything is under control you are not going fast enough. Further, your car's every recorded event will get its Vehicle Identification Number attached to it. By the way, yes, in all probability, the license plate number associated with the car will be noted as well. The easiest place to find the VIN is in the corner at the base of the windshield on the driver’s side of the car.
To deter theft, NHTSA’s Federal Parts Marking Program also decrees a number of other places around the car where the Vehicle Identification Number can be found.
Comprised of letters and numbers, seventeen alphanumeric characters make up the Vehicle Identification Number.
After studying a number of different VINs, the observant individual will perhaps note certain letters never appear when checking a VIN. The first three characters you’ll see when reading a VIN (the WDD in our sample number) are referred to as the World Manufacturer Identifier.
The next five characters (SJ5CB) are the Vehicle Descriptor Section, designating trim specifications, driveline options and safety features.
The single digit in the middle of the VIN (8) is the Check Digit, which can be used to verify the authenticity of the number.
The tenth digit (E) is the Model Year Encoding, which signifies the model year of the vehicle, which may or may not be the same as the year the automobile was initially sold. The next five digits of the VIN: WDDSJ5CB8EN032372 get into specifics concerning the configuration of the vehicle. Given the breadth of the possibilities in this case, they are too numerous for us to go into here.
Position 1 = 8, 2 = 7, 3 = 6, 4 = 5, 5 = 4, 6 = 3, 7 = 2, 8 = 10, 9=0, 10 = 9, 11 = 8, 12 = 7, 13 = 6, 14 = 5, 15 = 4, 16 = 3, and 17 = 2. The value of each of the other characters is then multiplied by their weight to determine their product.
Following this formula; W = 48, D = 28, D = 24, S = 10, J = 4, 5 = 15, C = 6, B = 20, 8 = 0, E = 45, N = 40, 0 = 0, 3 = 18, 2 = 10, 3 = 12, 7 = 21, and 2 = 4.
The sum of that operation is then divided by 11, with the remainder from that operation equaling the check digit. The last six characters of our VIN: WDDSJ5CB8EN032372, comprise the actual serial number of the car.
So with all of that said, our Vehicle Identification Number indicates our car is number 32,372 and is a 2014 Mercedes-Benz CLA-Class, built in the Mercedes-Benz Kecskemét Plant in Hungary. Filming finished at 1am, and as soon as the director called cut, he gathered the crew around and said he was leaving, according to TMZ.


I soon had it open to view the PCB inside looking for its programmable memory of which you can see in the picture below. However this was not what I needed to start progress on the speed limiter removal and was not much use.
From this a calculation is made to show what you would see on the screen of the dash and shown in most cases in Miles. This was short lived as it was soon very apparent that the instrument cluster was not actually “the true master” in the system for speed limiter but a shared master and also a communications converter from the speed sensor on the gearbox converting its speed signals from a standard pulse to a CAN message which was then sent onward to the engine ECU of which controlled the Vmax speed internally. This is needed for most prototype exhausts as it’s then used to produce a “Jig” of which many more can be reproduced at a cost effective price while maintaining the fitting shape of the first prototype. It’s a compression bending machine rather than a mandrel bender of which are far better than the compression benders at producing smooth bends without crushing the walls of the tube. Below are a couple of pictures of those flanges after id added the 4 studs needed for the turbo end attachment. It also showed me the flash programming record history of which has been spoken about on this forum many times, date programmed, and things like the pilot correction which is done to the car after a dealer update as part of the setup. And, like your permanent record from grade school, this VIN will follow it throughout its life span.
Every time it is sold, or if it is ever in an accident or stolen, the VIN will be recorded. However, while license plates can be readily changed, because of its complexities, a VIN cannot. While most historians agree American manufacturers have been using VINs since 1954—we have seen unverified assertions the very first one was applied to the 1953 Chevrolet Corvette. Because each manufacturer used their own formatting scheme, it was difficult to readily discern what was what by simply looking at the numbers. The hood, the engine, the bumpers, the doors, the fenders, and quarter panels can also contain the VIN.
Because of this, reading a VIN is much easier if it is broken into its six constituent parts. In this case, these digits identify the car’s country of origin, manufacturer, and make. While in many cases the letter corresponds directly with the first letter of the name of the manufacturer, in some cases it does not.
Thing is, each manufacturer is permitted to code this section to their own specification, so deciphering this part of the Vehicle Identification Number can be rather complex. In this case, the code tells us we’re dealing with a four-door sedan CLA-Class Mercedes-Benz. However, for those of you who want to get deep off into this aspect of it, here’s a guide to deciphering the Vehicle Descriptor section of a Vehicle Identification Number. Each manufacturer uses its own plant codes as well; you can find the lists of a number of the major car builders on Wikipedia. As every manufacturer uses its own sequence, the significance of this number can vary from company to company.
It was now a case of starting at the top and working down the code until every byte was understood and its code algorithms were mastered. But for small work especially prototyping the BenkPak machine is a perfect choice and takes no programming and complex setting up to use. Interestingly, while most people know their car has one, few know how to read a car’s VIN. Further, it is illegal to alter an automobile’s Vehicle Identification Number in any way. Further, it is generally engraved into the firewall behind the engine underneath the hood and on a sticker near the radiator support.
In addition to these places, there are a number of other locations, which are not publicized. This is because when the system was devised, those letters were not included to avoid the possibility of mistaking them for the numbers one and zero. To accomplish this, every alphabetical character of the VIN is assigned a numerical value, while the existing numerical characters retain their actual value. But in most cases the serial number represents how far along in a particular production run any given car falls.
While Vin and The Rock held private showdown talks over the former WWE star's social media tirade, the gossip site claims they were not able to resolve their differences.
That means respecting every person, their time and their value when they step onto my set or partner with our production company. Which is kind of a shame; within that 17-digit alphanumeric is contained information about where your car was built, when it was built, and the key features it possesses. Department of Transportation adopted the International Organization for Standardization’s (ISO) Vehicle Identification Number format (ISO 3780), and it has been in use ever since. However, last of the three characters can also refer to the type of vehicle, indicating whether it is a truck or a car.



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