Established in 2004 as Td5 Alive, with a name change in 2009 to Alive Tuning. Now more commonly referred to as Alive, we've earned an outstanding reputation for our outstanding, highly refined engine tuning of Land Rover vehicles, delivering unrivalled smoothness, enhanced drivability and of course, more power and torque.
Our business has evolved greatly over the years and our passion for performance has led us to created a sister channel, @AliveMotorsport which shows another exciting side to our business for the tuning of performance cars and full on race cars.
For more info about our Tuning and other services, Visit www.alivetuning.com
Interesting to see the crack location. Other than the thicker casting at the point vulnerable to cracking, do amc heads offer any other benefits over the original head design?
Give our office a call to discuss your situation, as of course there’s far more than just the cost of the cylinder head to account for. As for de-webbing a stock exhaust manifold, this isn’t something we do or recommend.
Give our office a call after 08:30 tomorrow to discuss your needs. We never open on the weekends so this is a rare opportunity and I guarantee it’ll be worth your while!
Sometimes there’s tell tale markers, left by other tuners, and we always add unique, hidden identifiers to our own remaps. With Td5, If it’s a known “brand” of tune, we can usually identify it, and that’s true also with Puma Defenders.
What a great Freelander, just between you and me i love driving it but since the alive tuning remap it drives like a different car. It pulls when it needs to and sits on the motorway effortlessly. Owning a Freelander 1 is a guilty pleasure and this now drives like a new car.. thanks again, see you with the defender once it's finished.
Rail pressure foolers always match rail pressure at idle, then start to drop the output signal as the rail pressure rises. In this case the fooler is only dropping the output signal by afew % so very little extra fuel! Also battery maintainer! Plenty ECU's been bricked trying to flash with low volts.
I Had a TD5 90 with Only Around 150 hp ,i Only used it For offroad use,After having it Tuned up and High Ratio Tranfer Gears and Lots of Other Parts like Hydraulic Winch etc I Gave up with it as i Liked The 300tdi Engine Far More as Standard its a Far Better Engine than The TD5 Is.
There’s no doubt the 300Tdi is a great engine, and its torque delivery suited the Defender well. A well tuned Td5 is, in our opinion, far superior, although coming from a 300Tdi, the low end torque characteristics could take some getting used to.
We agree these both put out too much smoke, but as presented here, they’re at the extreme high end of what the Td5 is capable of, even though both have quite different engine specs. Anyone who follows our work knows we despise smoke, and our customer vehicles are always clean. The beauty of switchable maps means we can have a cheeky overtake mode too!
Is the vvt not working ? Seems strangely low on torque in the low rev range . Should reach 450-500 Nm quite early from my experience with the coyote 😊😊
We can't fault the M57, and we've made some mega power with them! We just love the Td5, which was the best engine ever fitted to a classic Defender. We could easily have dropped a more modern BMW common rail engine in, but then it wouldn't be a Land Rover anymore! We've kept it OG, still running a totally stock 15P Td5 bottom end. We've been toying with the idea of stuffing a different engine in our 110, so stay tuned to see where we go with that! ;)
Not one single vehicle manufacturer has, or ever will quote wheel power as a measure of engine performance. There's way too many variables from the drag of the transmission itself, scrub from the tyres, including tracking, toe and camber settings, tyre compounds and pressures, transmission oil temperatures, binding brakes etc etc etc. A good quality, braked chassis dyno will take all of the above into account during the coastdown from a dyno pull, so it can calculate the rotational losses from the drivetrain, to give a calculated flywheel power figure, much like you'd get on an engine dyno. A simple inertia type dyno cannot measure these losses and so a fudge factor is given by the dyno manufacturers to use as a guide to work out flywheel power, and only a wheel HP figure is actually given. The subject is deep, and i'd encourage anyone to study the workings of braked and inertial type dynamometers, so as to get a better understanding of what's actually been measured and why. Our dyno is a 2021 model MAHA MSR500 AWD chassis dyno, which is arguably one of the finest rolling roads currently available. It's calibrated by the manufacturers reguarly to ensure acuracy, and we're often approached by race teams who want to bring their cars to our dyno for setup, where they're competing within tightly regulated power to weight ratios. We actually had quite a high profile race car on our dyno today, for this very reason, which we've vlogged and will feature on our channel very soon. Stay tuned!
Can't beat a Td5 best engine landrover ever made 👍💪💪👍. Great video as always guys. Got my 2004 D2 td5 on the list for your new ball bearing larger turbo as well 😊
Hi can I ask another question? 5 or 6 months ago you kindly offered to give us all a video where you explain all the differences between TD5 10p and 15 whats different about the engine design, ancillaries like ECU’s and the differences in tuning potential and why. Will you have the opportunity to do this video as it could be the de facto video for all TD5 owners to refer to. Fingers crossed and many thanks in advanced. Lawrence
Thanks for the reminder Lawrence. 👍 We’re so busy, it’s really difficult to fit the filming of such features into our schedule, even though we know we should. It’ll come in time. 🙂
@GaryWoodAlive or nice one iam wanting my freelander remapped how much is it please and do u do them at shows to as iam going to Belvoir Castle in September
Why would you do all that work and not delete the EGR valve cheap modification and it’s going to help with performance when the engine is sucking in clean unburnt air?
At what point do you need to start thinking about a bigger (VNT?) turbo? Would that be a Stage 3? I'm guessing, if the customer put a straight through exhaust, that would help, but would you feel a bump in performance just from that? Finally, are you going to feel the benefit from the larger intercooler, if you aren't towing? Sorry for all the questions, just trying to work out my next move. Just for reference, my Disco has: An NNN ecu that might (he didn't know for sure when I bought it) have a stage 1. (It had an MSB one before that which seemed to be wrong for a 15P) Standard exhaust system, including CAT. (Thinking about trying a straight through) EGR delete. (Just done) Think that's it as far as anything that would affect the performance, goes. The previous owner, basically threw the Terafirma catalogue, at it underneath.
Not a whole lot as we do run in a production class, in fairness when it works it’s a fantastic little truck and I think most of the issues we have are human error down to the fact we’re complete novices 😂
8 laps on that kind of track seems to much emphasis on testing the durability of the trucks rather than just driver skill. Appreciate the bolt exited at lap 4 but I reckon 5/6 laps would be a good balance. Guess you could have a hierarchy of bolts to check with those holding joints that pivot the most during operation getting the most attention.
A huge percentage of the end results is down to reliability and not so much speed and this is where the issue with using a freelander comes in as they were never really designed for this purpose 😂 we do regularly bolt check the whole vehicle normally every 4 laps as we aim to do 4 in the morning bolt check during dinner then 4 in the afternoon but on this occasion it seems as though this bolt was missed.
