FAQ

DPChip is an After-Market interactive computer which exploits the full potential of modern EFI diesel engines.Individual programming and re-mapping of the engine management system enables this simple to fit device to increase power by up to 25% and torque by up to 35%.DPChip alters fuel, timing and air characteristics to create smooth power gains...For more details, please have a look: About DPCHIP

The DPChip is designed to simply and safely modify the engines fuel injection parameters to increase performance. Once you’ve fitted a DPChip you’ll begin to experience the true optimum performance of your engine. The DPChip digitally alters both fuel volume and fuel timing to optimise the entire engine map. Be wary of European imitations which only alter fuel volume without fuel timing simultaneously...For more details, please have a look: About DPCHIP

Depending on the application, more than 90% of DPCHIPs sold are simple Plug & Play using OEM plugs to connect safely to your vehicles existing wiring. These systems generally take under 20 minutes to install. Some older model vehicles may require a wire-in harness to be installed. These systems may take an hour to install. Each DPCHIP comes with easy to follow detailed and illustrated fitting instructions so you can fit it by yourself.How does DPCHIP Tune?Each DPCHIP tunes with digital accuracy adding additional information to your engines original signals. The DPCHIP works with the vehicles' computer to further fine tune the Fuel and Timing of the engine for More Power and Torque. This increased Power Band can lead to safer driving and potentially better economy.

No, our standard settings have taken many years to fine tune to suit our unique Australian climate and fuel and are kept well within the engines tolerances. Most other tuning devices are set to European conditions however the DPChip is calibrated to our climate and fuel. DPChip optimises the entire engine map resulting in increased efficiency. Increased engine efficiency leads to improved engine durability. DPChip is installed downstream of the ECU leaving all error detection and operational safety systems intact. DPChip cannot harm the vehicles ECU, it is simply engineered in such a way that there can never be any danger to your engine. Other chips need special programming that cuts back fuel when there are overheating issues. With the DPChip things never even get to that stage. Because of our unique engineering design principal there is never a danger to your engine with the DPChip.

EGR (Exhaust Gas Recirculation), whilst up for hot debate to its disadvantages, is covered by Federal Law and is listed on the ADR (Australian Design Rule compliance) plate affixed to every registrable motor vehicle. Whilst very debatable to its benefits its considered a pollution compliant system and so is illegal to 'block off'.A DPCHIP is like a bull bar and other after market items fitted after registration of the vehicle and would only be considered under the 'registered state' of that vehicle. From our knowledge, after market accessories, like a DPCHIP, are not considered applicable to any state government control mechanism as yet. If this did change in the future the DPCHIP would be compliant with any new laws.

Common Rail technology is one of the simplest forms of delivering high pressure (25,000+ PSI) fuel into a diesel engine. Each injector receives fuel from a common point at constant high pressure delivering highly atomised and efficient burning diesel fuel.

No maintenance at all.

We do not recommend fitting anything other than standard filters, particularly for 4WD’s. We have seen some real disasters with poorly maintained or poor quality aftermarket filters.

No, we have done this in the development of the DPChip. Being an aftermarket device, there is no vehicle manufacturer’s specification to set DPChip to.

More power = higher cylinder pressures.This is where good, safe tuning comes into play on your vehicle. All factory safety features are kept intact and DPCHIP is the only company to offer an comprehensive engine and drive line warranty.

No matter what lengths are taken by dyno manufacturers to make their dyno ‘true and accurate’ like every piece of machinery the operator really is the one controlling the results.A vehicle can be placed on a chassis dyno and accelerated to speed. Let’s say this speed is 100km/h. At this point the vehicle’s engine could be switched off and a dyno reading taken. It would show a power reading even though the engine is no longer running! Why? The inertia of the rollers and the spinning tires would provide a reading. The above example might seem far-fetched, but in truth the inertia effect of any dyno, be it a chassis roller dyno or an engine dyno can contribute to a spontaneous reading that is higher than what the test vehicle or test engine could sustain under an extended ‘steady-state’ load. This is a very common method of “cheating” a dyno test BUT one that is probably more commonly done as a mistake form incorrect dyno test set-up. Of course, the results of such a test are meaningless, but the operator can say, “The dyno showed a reading of such-and-such.”

The evolved dyno operator of today has much greater influence over the results produced on a dyno than ever before, and the dyno operator has become another reason why a vehicle can show different power readings on the same dyno at different periods of time. Is it possible that at least some operators would mislead a customer about the extra power produced by an aftermarket add-on or a performance tune if they were able to do that? In a market place where more power seems to be better, would it be in a dyno operator’s interest to satisfy a vehicle owner’s desire for high power figures? Many dyno manufacturers have ensured that the “operator factor” is eliminated as far as possible, meaning that they lock the operator out of areas of the dyno controller where results can be “influenced” and follow a policy where all relevant dyno run factors are displayed on run files and printouts so that any attempt that has been made to manipulate the results can be easily identified. But not all dyno manufacturers have taken that approach. At least one brand of dyno has built in an easily accessible “correction factor” that the dyno operator can use to increase or decrease the results produced, and so, for example, in the hands of an unscrupulous operator, the “correction factor” could be used to mislead a customer about extra performance when no performance benefit was actually achieved. It could also be used to convince a vehicle owner that a vehicle generates far more power than it is capable of.

This is about as age long as the debate about manufacturers voiding vehicle warranty. Currently we can speak for NRMA whom we use as our insurer. They have no issues with “Diesels and Modifications” as they obviously understand that Diesels aren’t for racing but for touring/towing. If you had specific insurance companies that were an issue then perhaps we can could comment further. We have had some customers call us with insurance questions that their insurer would not insure once they heard it was ‘an aftermarket turbo or chip installed’. We have advised these customers that our experience has shown no issues with Diesels and engine modifications and to take their complaint to a further technical area of their insurer. Of the customers that have called us back with an outcome, it has always been ‘issue resolved’. With further discussion with their insurer at a higher level (not the front desk girl) that any issue would be resolved. Some further insight here might also be that some of the ‘re-re-insurers- like YOUI etc. who have ‘cheap’ insurance ‘customised to your needs’, these companies ‘tie oneself in’ with very specific insurance in a bid to offer lower rates…..they might be a type that would “squeal” at anything other than the norm. We suggest you ask your insurer for more information.

Another example of why sometimes people get curious dyno results from different dyno brands is because one dyno manufacturer may attempt to factor in Vehicle Inertia while another may not. Vehicle inertia is best explained as this. If you are accelerating a car, then part of the torque produced is consumed to accelerate all of the rotating components of the car, ie Wheel/Tyres, Driveshafts, and Gears, etc. This is not Driveline Loss, Driveline Loss is the friction generated from gears, bearings, universal joints and Tyre to Roller contact. There is nothing wrong with trying to account for vehicle inertia, provided it is used correctly. The problem with applying vehicle inertia is that not every car is the same. For example, if you were to change from 16” Rims to 19” Rims on a car, you have effectively changed the vehicle inertia, because with inertia the further the mass is from the centre of a rotating object, the more inertia there is. So on a dyno that uses vehicle inertia correction, an operator may specify inertia value for a vehicle; say for example a Toyota Fortuner. A common modification on the Fotuner is to change the wheels and rim size could vary from 16” to 19”. One model might also have steel rims while another has nice light alloy rims. It is easy to dismiss this an unimportant, however do not underestimate the difference in tyre/wheel combinations as the Tyre/Wheel is responsible for around 80% of the Vehicle’s Drive Train Inertia because these items have a much larger radius than any other component in the drive train. A difference of 11HP can be seen on a Subaru WRX by just changing from one tyre/wheel combination to another. The chance of over or under applying Vehicle Inertia is fraught with inaccuracy and can provide misleading results, and some dyno manufacturers choose to steer well clear of it. They take the view that at the end of the day, a dyno is measuring how much power is actually getting to road surface, and the power that gets to the road surface (Motive Force) will govern just how quick a car really is.

Modern dynos also have the ability to correct power on the basis of changes to weather conditions. A short explanation is needed here to fully understand atmospheric correction. Atmospheric correction is applied to compensate for changes to the combustive properties of the ambient air (the quantity of oxygen per unit volume) in an attempt to provide a level playing field between dyno runs. Atmospheric Correction Standards are defined by organizations such as SAE, ISO, DIN, ECE etc and each uses a slightly different way of measuring change. Using the widely accepted SAE J607 standard, on an ideal day when the temperature is 15 degrees Celsius, and there is 0% humidity, and the Barometric Pressure is 1015mbar, zero power correction is applied. Variations in any of these three atmospheric factors will either cause positive or negative power correction to be applied. If the temperature changed to say 19 degrees Celsius, the humidity to 34% and the Barometric Pressure to 989mbar, the conditions are not as ideal and the vehicle will not make as much power. By applying the SAE J607 atmospheric correction (in this case +3.89%), the power readings are corrected to what the vehicle could be expected to make on an “ideal” day. The amount of power correction applied to a vehicle always needs to be an accurate reflection of how much power is actually lost by or gained by the vehicle as a result of unfavorable weather conditions. The SAE J607 standard specifies a maximum ceiling of 10% power correction, on the basis that any power correction in excess of 10% will produce a power figure that cannot necessarily be reproduced by the vehicle under optimum conditions.So, a dyno that can accurately correct vehicle power according to changed weather conditions should produce more consistent and accurate results from run to run. A dyno that cannot correct vehicle power according to weather conditions or where weather conditions have not been regularly updated can produce results that vary considerably from run to run. A 5ºC inaccuracy in air temperature can lead to a 0.9% change in power figures. A 3 mBar (normal range 900 to 1050 mBar) inaccuracy in barometric pressure give a 1% change in power.

Follow these golden rules to limit the variations in results between dyno runs and give you a better idea as to whether the results of a dyno run can be relied upon to be accurate:1. Dyno Printouts should always clearly show which atmospheric correction standard was used (eg SAE, ISO) AND how much atmospheric correction has actually been applied to arrive at the end result.2. Be wary of any dyno that uses uncapped correction, as it can produce figures that can never be reproduced even under ideal weather conditions. If the percentage correction that has been applied is not specified, there is a good chance that uncapped correction has been applied.3. If the dyno uses the air intake probe temperature to calculate atmospheric correction, make sure that the probe is not improperly placed during the dyno run, and check that the ambient temperature and the air intake temperature on the printout are not unreasonably different.4. Use a dyno that provides automatic correction from an inbuilt weather station, or make sure that the atmospheric conditions have been updated just prior to the dyno run if the dyno cannot provide automatic atmospheric correction.5. Make sure that the operator uses consistent test parameters (gear, start speed, end speed, ramp rate) for multiple runs so that any variations in results are from the vehicle and not the way it is tested.

Of course it does, thats how a common rail system works. Don't believe the blatant lies and misinformation spread by some disreputable companies who are just trying to create confusion in the marketplace. The factory system changes fuel rail pressures according to engine rpm and load and we just work with the existing factory system. DPChip integrates seamlessly with the existing factory system. DPChip can't damage the factory system, DPChip just improves on the tuning to make the factory system more efficient.Yes some other systems on the market do only change rail pressures and that's not efficient, some other systems only change duration which can lead to issues with overfueling and heat but I guess that's why those systems have built in 'automatic cutback' features which cut back power 1% a second or something like that. Anyone making a song and dance about rail pressures is simply lying to you in an attempt to get sales and shouldn't be trusted.

No. An exhaust system may give you a 5% improvement, a larger intercooler and other modifications such as high flow air filer, snorkel etc may also add a few percent however the chip will give you the largest single improvement on it's own because it is altering your fuel system. All these other modifications will do little without also altering the fuel system to match. The DPChip is adjustable so you can adjust it if you decide to fit other modifications at a later date however there is no need to fit a larger exhaust when you fit the chip.DPF (Diesel Particulate Filters) and Aftermarket Exhausts.Please Note: No Warranty from DPCHIP if an aftermarket exhaust is fitted to a vehicle with DPF filter.Aftermarket Exhausts can lower back pressure and exhaust gas temperatures. High temperatures are actually required to clean the DPF.If the DPF becomes blocked it can create high engine back pressures and excessively high temperatures.We have seen some cases of Engine failures and DPF filter damage, these cases have proven to be caused by the fitment of After Market Exhaust. This has then lead to the After Market Exhaust Manufacturer becoming responsible for the damage and for payment for repairs.

Depending on the application, some DPChip can be installed in as little 5-10 minutes by simply plugging in; while a wire-in DPChip harness can take up to an hour. DPChip comes with detailed illustrated instructions and can be self installed by anyone with average DIY skills, alternately DPChip can be installed at one of our nationwide distributors or by any auto electrician. Once installed DPChip can be removed in seconds.Click here to see how easy it fits.

The DPChip is first and foremost a performance product. We don't recommend fitting it purely for fuel economy as you may be disappointed. DPChip provides more torque earlier and longer throughout the rev range. This allows gear down changes less often resulting in lower engine revs for longer allowing better fuel efficiency. Depending on driving style you can achieve up to 10% better fuel economy. It is almost impossible to put an exact figure on the fuel economy with the DPChip as there are so many factors involved. The type of vehicle, the individual vehicle setup, the terrain and traffic conditions and the fuel quality all influence fuel economy. The biggest influence on fuel economy is the drivers right foot. From our experience the DPChip will give you around a gear to a gear and a half better which means you will have to change down less, particularly when going up long hills or towing up hills. The extra power also means you wont have to put your foot to the floor to get going and you will get to speed quicker so can let the foot off sooner. It is no magic bullet however so if you still drive foot to the floor you will still use fuel. Essentially if you drive conservatively these things will mean you can get some good economy benefits. We have found up to 10% better economy on many vehicles we have fitted. See our testimonials page for some examples. Driving style really is the deciding factor. Fuel economy improvements are not guaranteed. For more detailed information and some secrets on how you can improve economy click here.

All common rail vehicles are simply plug and play using original adapter plugs and the DPChip fits in around 5 mins. Other vehicles such as the GU Patrol for example must be wire in for safety reasons. Many people do not realise that the Bosch VP44 pump has another ECU inside the injector pump (called an Injector Pump Control Unit). This is where the other plug in chips plug into so they are still upstream of this ECU. The DPChip comes in after that ECU, which we believe is a much safer system, hence the hardwire connection. Any chip that claims it is after the ECU on that model fuel pump must be wire in because of the inherent design of the pump. Having that Injector pump control unit means it is impossible to be plug in and not have all the inherent potential problems that effecting the signal before the ECU can cause. The DPChip is designed to avoid these problems and our loom must be wired in on these type of fuel systems. Once the DPChip loom is wired in the chip itself then just plugs into and out of this loom as required.

The DPChip can be adjusted, if required, to enhance performance modifications (such as a larger intercooler or exhaust). Just use the adjustment selector to a higher setting or the chip.

Very easy. DPChip can be user-adjusted via an adjustment selector. In Standard form your DPChip will not need any adjustment selector.The different settings are really more of a fine tuning and to account for slight variations between individual vehicles. If the vehicle is a factory standard vehicle then just leave it set on 5. If it is modified or you fit a larger intercooler or exhaust then you can adjust upwards to take advantage of this but there is really no need.We flash the chip inside the module with the rotary dial set on 5. This is an arbitrary setting but if we flashed it with the dial set on 9 you could only adjust downwards. Each notch up or down from 5 moves the whole programming inside the chip up or down a few percent.Instructions for adjustment selector come with the chip. Feel free to 'play' and find what is best for your style of driving and vehicle. We don't recommend going above 7 or 8 on a factory standard vehicle. You can't damage the vehicle at all. Each vehicle will be different, even if produced in the same factory on the same day. We have seen this with two of the same vehicles, one having a 'best' setting of 6 and the other 8. These were same month and year model of the same vehicle type.

The answer comes down to $$. When the original vehicle manufacturer receives the engine management software for a new production vehicle, the electronics are bulk programmed in batches to a given tolerance and not prepared to each individual engine. Treating each engine to an optimum and individual adjustment would increase production costs for the manufacturer. For example:- With a VW Golf coming of the assembly line every 30 secs approx. Imagine the loss to VW if they spent just 10 minutes (equiv. to 20 vehicles coming off the line) fine tuning each individual vehicle!!

No. When set correctly there will be no smoke.

The Injection cycle of a Common Rail Diesel system consists of:1. The Point that the Injector opens (Start of injection of Fuel:-Timing point)2. The Fuel Rail Pressure (More load and Revs the higher the pressure….critical in getting all the fuel delivered for efficiency)3. The Point that the injector closes (This is sometimes called injection duration, bulk fuel delivery time (how long the injector stays open)The DPChip can manipulate signals so as to alter all 3 critical areas, manipulating the injection cycle just like the factory ECU.Some other chip brands ONLY affect ‘Point 3’ which alters ONLY Bulk Fuel delivery by keeping injectors open longer.Other simple systems ONLY affect ‘Point 2’by dramatically increasing fuel rail pressure to unsafe levels.DPChip is the most advanced product in the market place. The DPChip has been continually evolving and constantly tested in ‘REAL WORLD’ conditions. This fact gives DPChip the advantage over similar products as being truly Australian tested tough! Beware of European/UK products that are not calibrated to our climate or fuel. Our ongoing development program ensures we keep up to date with the latest engine management and injection systems. As you can see from our huge model range (over 1200 vehicles supported and growing) we have done many thousands of hours or research and development. We don't release for a new model until we have thoroughly tested it on the vehicle and under all conditions. We have an extensive network of auto industry contacts and get access to vehicles sometimes even before official release. DPChip is compact and comes with a 6 year warranty. Our product support and technical knowledge are second to none. When you purchase a DPChip you are buying directly off the manufacturer, not some company reselling a European device. This allows us to change and improve our product immediately. If there is a problem we can fix it immediately unlike other companies which have to refer back to the parent company in Europe and defer to them for any changes or improvements that need to be made. DPChip offers unprecedented local product support. When you are dealing with us you are dealing directly with the manufacturer not some middle man. If you have a problem you can talk to the boss, not have to wait for a third party on the other side of the world to get back to you.

We could achieve these and higher with the DPChip. The problem is running unrealistic outputs which is what we would call those, particularly for operating temperatures and conditions found in Australia European products are not set up for Australian conditions. We have spent many years developing specific power and torque settings designed for factory standard vehicles and we do not wish to enter the power for engine sacrifice market. If you have modified your engine you may be able to safely reach those figures but on a standard vehicle we have found our settings will achieve the best balance between more power and engine durability.One area that gives you the ‘drivable’ gain is the ‘widening’ of the engines Torque band. ‘Tuning effectively’ is actually a complex process and, unlike the simple ‘over-fuelling’ devices we so often see coming out of Europe, involves developing a tuning program that generates torque benefits in a wider area of the rev range. The DPChip is unique in the fact that it alters both the injection timing and loadings. The aim is not nescessarily to give the ‘most power’ but to deliver a more usable power range whilst still keeping the vehicle safe and reliable. It’s not about being the ‘fastest down the straight’…it’s more about ‘finishing the race in a good position’!The DPChip will reduce output on demand if engine safety systems kick in due to engine problems keeping everything extra safe. We are heavily involved in truck tuning systems and a $50k engine rebuilt is not what we want so we program safe power and torque levels for a reason.Our philosophy is that there is only one correct 'best' tune for a diesel engine. The DPChip is setup for the 'best overall' tune for your engine. This is not nescessarily the tune that will give you the most power (some chips are only tuning for peak power) but it is the best overall tune for power, the widest useable torque band, economy and also engine longevity. Essentiall the DPChip is tuned to optimise your fuel system and when we do that we know that we will get the best power, torque, and fuel efficiency, all well within safe limits. Be wary of chips that claim to tune for the most power or for the most economy as there is always a trade off somewhere else. The DPCHip gives you the best overall tune for your engine with good useable power and torque.

There really is no such thing as overfueling protection , or rather it is a misnomer, as at the end of the day it is up to the programming inside the chip as to how much fuel you put in. The DPChip is programmed well within safe parameters. The built in overfueling protection that we have is that our programming is conservative. The truck market is our largest customer base and the first thing they worry about is engine longevity so we have kept our settings conservative. You may see other chips make slightly higher power claims but we are interested in clean power gains with engine longevity. We also fit to 3.2 million dollar boats and would be out of business very quickly if we had engine or warranty issues with those.

It's our policy not to comment on other devices. I guess the old saying "If you have nothing nice to say then say nothing at all" comes to mind. Those people making claims about our product really just show their own lack of technical knowledge. It continually surprises us the lack of basic knowledge regarding electronic diesel systems, even by people and so called 'technicians' within the industry. A sad indictment for the automotive training that many receive and often it even shows just a complete lack of common sense. Of course our competition also has been known to spread stories about our product and you really shouldn’t believe everything you read on internet forums.All I can say regarding the difference between the DPChip and other products is that if they were as good (or so much better even as some claim) surely they would match our warranties and product support. We are the only product in the world with 6 year product warranty and new vehicle engine and driveline warranty. No one seems game to match our warranty so I would seriously question the quality of their product, its safety for your engine, and the information they may be giving.The DPChip is also backed by unmatched product support. Our technical support line is the personal mobile phone number for the owner of the company who is a diesel technician and the developer of the product. Try getting the owner of the company on the line for any other product. Try getting a diesel technician even, instead of a salesman or call centre or secretary. Finally, our family business has over 50 years experience specialising purely in diesel, not selling winches or changing oil and sparkplugs in petrol vehicles, just specialising in diesel engines. I'm sure you can see that we would have no reason to lie. When we say it changes fuel and timing it does that regardless of what others, because of a lack of technical knowledge, may claim.

Preferably, first call DPChip Technical Helpline: 0400788111...but you can also...Turn off the ignition. Wait 10 seconds and restart the engine. This will usually reset the ‘Limp Home’ mode. If it does not happen again then continue with your driving. Note: After re‐starting, most ‘Limp Home’warning lights that are ‘still on’ will ‘switch off’ after a few kilometres of driving or after a number of engine stop/start cycles. If after driving further it happens again, contact DPChip technical support on 0400788111 for possible adjustment advice. The same ignition reset sequence will need to be performed, followed by the need to ‘lower’ the settings of the DPChip. On SELECTOR DIAL TYPE DPChip, the selector (which is set standard from DPChip on position ‘5’) can be set down to position ‘2’. On JUMPER CLIP TYPE DPChip, the clip (which is set standard from DPChip on the middle clip position) can be moved 2 positions to the ‘LOW’. Following this adjustment and resetting of the ‘Limp Home’ by switching off the ignition, begin to Road Test the vehicle. If in further doubt, you can simply unplug the DPChip harness from the engine. This will immediately return the vehicle back to Original condition. If the problem still persists after reverting the vehicle back to standard, then diagnosis for a problem not associated with the DPChip can begin.

DPChip works alongside the engine computer system by manipulating electronic control signals. These control signals have safety tolerances set by the manufacturer i.e. The engines computer draws a ‘line in the sand’. The DPChip is designed to work within these engine computer tolerances i.e. The DPChip is programmed not to cross that ‘line in the sand’. By doing so the DPChip allows the engines ‘Limp Home’ safety system to stay untouched and operational. This makes the DPChip a very 'hands off' system, less intrusive and much safer than most.From time to time we get ‘technical help’ calls about an engine entering ‘Limp Home’ mode. This can be caused by as simple a thing as a dirty fuel filter or it may be caused by the DPChip installed on the engine i.e. The DPChip crosses that ‘line in the sand’ that was previously mentioned and the engines computer is alerting you to that fact’. In most cases this is caused by the user unnecessarily adjusting the chip up. The DPChip comes preset for your vehicle and needs no further adjustment. We don't recommend adjusting the chip up in a factory standard vehicle. This ‘Limp Home’ situation can be very easily rectified by simply adjusting the chip back down to rectify the problem. If the problem persists, minor reprogramming of the DPChip can be done to suit the reason behind the simple ‘signal confliction’ i.e. the DPChip program can be set so it doesn’t cross the engine computers ‘line in the sand’.Simply: The ‘Limp Home’ mode is left untouched with a DPChip .If it does so happen to ‘upset’ the engines computer, the engines computer will tell you about it keeping the engine safe and reliable!

• Symptoms of ‘Limp Home’ being activated: STANDARD VEHICLE - NO DPChip
When this is activated, usually the ‘Engine Warning’ light will illuminate on the dashboard of the vehicle and the engine will reduce power (depending on the make and model of vehicle it may be 50% to 90% power drop).
• Reasons: It may be caused by a list of things, but some common causes are:
Contaminated or low quality fuel, dirty fuel and/or air filter causing flow restrictions, high ‘outside’ air temperatures, modifications made to the exhaust or air inlet system modifications.
• Symptoms of ‘Limp Home’ being activated: WITH DPChip
When a DPChip is installed and during driving the vehicles ‘Limp Home’ is activated, usually the ‘Engine Warning’ light will illuminate on the dashboard of the vehicle and the engine will reduce power (depending on the make and model of vehicle it may be 50% to 90% drop).
• Reasons:
Can be sometimes caused by signal confliction between the engines computer system and the DPChip. This can be caused by, but not singly isolated to:
• Settings too high on the DPChip possibly due to adjustments made on the DPChip by the installer/owner.
The Engines Original signals being higher than ‘average’. These higher than ‘average’ Original signals will also make the DPChip react higher than normal, which in turn could possibly activate the ‘Limp Home’ mode of the engine.

Yes, however we don't recommend diesel gas. Our philosophy is that there is more than enough power available in a diesel without having to add another fuel source. If it is set up properly a diesel will give the best power and economy that it can. That said, gas does work but what are the long term effects? Diesels are engineered to burn diesel. We recommend you speak to a diesel gas company about the effects of gas on your vehicle.The DPChip can be fitted to a vehicle with diesel gas however the DPChip will only work with the diesel side of the equation. You should be aware that if you have both diesel gas and a DPChip, or even many other performance modifications, then the vehicle should be set up correctly. You need to keep the DPChip settings conservative, we recommend no higher than our standard setting of 5. With diesel gas and/or a number of performance modifications together there is the possibility of high EGT's.

Here are some common modifications and what you should consider:Snorkel:- Whilst a snorkel is “said” to have air flow benefits, these benefits are generally ‘plausible’. The Electronic engine management system on the engine will make minute adjustments “if” airflow is to change. So on modern EFI controlled Diesels its best to consider a snorkel more for crossing deep water than for the ‘possible’ air flow benefits.DPCHIP adjustment needed- DPCHIP would not need adjusting.Exhaust upgrade:- The benefits of an exhaust upgrade vary dramatically between vehicle models. Generally speaking though, less exhaust gas back pressure allows more exhaust gas flow, particularly at higher engine RPM. A larger exhaust will generally mean the turbo spins up a little quicker and, vehicle dependant, the turbo boost may even peak a few PSI higher than normal.DPCHIP adjustment needed- Not a necessity but one could adjust the DPCHIP up 1 point to make benefit from this changed exhaust gas flow.Note about exhaust upgrades:- When upgrading an exhaust system be sure to install a catalytic Converter if the original exhaust system included one. To leave this integral component out of the new system may lead to turbo boost fault codes. ALL our exhaust systems come with catalytic Converter where applicable.Intercooler upgrade:- The benefits of an intercooler upgrade will vary between vehicle models. Generally speaking though, it will increase the available oxygen to the engine. A proper ‘Bar & Plate” type intercooler upgrade will cool the inlet air temperature more efficiently than the standard intercooler and allow a more dense charge of air into the engine. More air means we can burn more fuel for more power.DPCHIP adjustment needed- Not a necessity but one could adjust the DPCHIP up 1 or 2 points to make benefit of the increased oxygen available to burn.When modifying a modern EFI controlled Diesel for more power our recipe is in this sequence

• 1st DPCHIP- it can be easily readjusted to suit any changes.
• 2nd Exhaust- before an intercooler because more air in will generally mean the need for more exhaust out.
• 3rd Intercooler- last but not least the icing on the cake.

No only 1 DPChip is required. The only vehicles that requires 2 DPChips are the V10 Touareg and the V12 Audi.

The DPChip is not 'generic' although there are many similarities between the fuel systems of various vehicles and therefore the programming. The harness is different depending on the vehicle type and model, the chip can also be different eg. All DP31 chips for common rails are not identical that is just our part number designation for common rail. Even the same type chips will have different programming.The DPChip system works off what it sees from the factory system and works in conjunction with it, that is how we are able to be somewhat 'generic' if that’s even the right term for it.As you can see from the dynos page, we work off the existing signal so the improved curve shape pretty much follows the original factory curve. Our system is very safe because it never overrides the factory system. If the factory system sees something it doesn’t like it will bring on a warning light, shut down the engine, or do whatever it is programmed to do for engine safety. We know the factory system will never let a problem or dangerous situation occur.

Now that common rail Diesels are getting older we are starting to experience their ‘Achilles Heel’. One problem becoming common to some common rail Diesels, sometimes with very little mileage on the engine, is ‘injector rattle/knock’. What makes it happen is very much up for debate but one thing is for sure, when they knock they really knock loud. The only thing that does appear to be common is the fact that we see this mainly with Japanese branded vehicles. ‘Why?’ makes us wonder but certainly it’s very rare if ever we experience a European or Korean made vehicle with this same issue.The best theory that I have follows statements made by a major common rail injector manufacturer. This company states it has been able to make 2nd generation technology injectors ‘open and close’ at 3rd generation technology speeds. A comparison model would be to say that you can make an old car horn sound like a digital watch beeper. Well if you could, I guess it would only be a matter of time before that car horn failed. So goes for the ever increasing issues with common rail injectors knocking; those electromagnetic injectors really can’t operate like Piezo electric injectors forever. Another theory is that, simply, ‘early wear and tear’ takes place and the injector just starts to perform poorly making combustion a noisy experience.Whatever the real reason it is one that once out of warranty can cost the owner thousands of dollars in injector repairs. So best thing you can do is be very vigilant as an owner and while your vehicle is still covered by warranty not take ‘oh that noise is normal sir’ for an answer and demand that it is repaired before it runs out of warranty. If your vehicle is even just out of warranty, consumer law still doesn’t allow the manufacturer to simply run from the issue. Being ‘demanding and vigilant’ is the key. Finally; ‘What can be done to rectify this forever?’ Probably not much as it seems old and new vehicles suffer from it while others of the same model may not. Just remember that regular fuel filter changes minimise the chance of contaminated fuel issues so at least keep changing the fuel filter every 10,000km.A chip can sometimes exacerbate the issue as it places some minor timing advance on the combustion process further exposing an already underlying issue. Luckily DPCHIP is adjustable and can be adjusted around this issue if it is apparent.

This is the built in safety of the chip. The factory ecu is seeing something it doesn’t like and is bringing on limp home mode.On a factory standard vehicle we don’t recommend adjusting it up at all. It is best left on our standard setting of 5 (or lower). If you modified with a bigger intercooler or exhaust then you could adjust up slightly to take advantage of the extra air available. If you go to far you will get black smoke or bring on a warning light or limp home mode. This is the built in safety unique to the design of the DPChip in that it always defaults to the factory safety system in the event of any danger at all so your vehicle simply cannot be damaged by it. The warning light or limp home may not be activated under all conditions. It may require you to stomp on the pedal (sudden power surge) to bring it on eg. We have had people say they adjusted up to 9 with no problem but then when back on 5 it went into limp home when they planted the foot. It is simply the factory ecu seeing a dangerous power spike. Every vehicle is different. We have had instances of vehicles going into limp home even on our standard setting of 5 so they need to adjust down but this is rare. Each notch is only 1 or 2 % difference up or down from our setting of 5. 0 is off. Even 1 is way above factory standard ( it is only 4 notches below 5) You may improve economy on 1 over what you get on 5 with little difference in power, again every vehicle is different.

Commonly found on most VW diesels, is a rather new system developed by Bosch. Called Pump Deuse by Bosch, it stands for single unit injection (each injector has it own fuel pump built in). It is another very accurate and efficient method of diesel fuel delivery. Land Rover also uses this system in their TD5 diesel engine.

The DPChip is an Australian product by an Australian company. Berrima Diesel Service is the company behind the chip and we have been specialising in diesel tuning since 1956, not selling winches or changing oil and sparkplugs in petrol vehicles, just specialising in diesel engines.The DPChip is backed by unmatched product support. Our technical support line is the personal mobile phone number for the owner of the company who is a diesel technician and the developer of the product. Try getting the owner of the company on the line for any other product. Try getting a diesel technician even, instead of a salesman or call centre or secretary. We are very confident our product support is second to none.Our chip is one of very few we know of that change both fuel and timing despite claims made by others. The difference between the DPChip and most others on the market is in the operating principal. Your ECU sees sensor signals from your engine, such a amount of accelerator on, air mass flow, load etc etc and based on those signals makes a decision on what signal to send to the fuel pump for the next injection cycle. Those chips that fit before the ECU 'trick' the ECU into changing the fuel settings by feeding it false information. Eg. Telling it it is under less load than it is or has less accelerator on than it has.This can lead to problems. The DPChip fits after the ECU so your engine operational safety systems and error detection systems are untouched. Your ECU sees the facts at all times.If something goes wrong with your engine your ECU will put on a warning light or shut it down or do whatever it is programmed from the factory to do. Those that fit before the ECU leave the door open for it to get false signals and ignore potential problems. The DPChip only alters the signal going to the pump after your ECU has declared everything to be ok and working properly in that fuel injection cycle. The DPChip is a very 'hands off' system, much less intrusive and much safer than most.Finally, the DPChip comes with 6 year warranty on the product and also new vehicle engine and driveline warranty coverage (not insurance like some company’s offer and try to claim it as a warranty coverage) We will happily put our hands in our pocket and pay if the chip causes any damage, quite simply we know it is engineered in such a way that it is impossible. After over half a century in the diesel business we are very confident we offer the best product available.

Unfortunately DPChip is only suitable for Electronic Fuel Injection (EFI) engines. In Australia the main switch to EFI began from about 2000 onwards. Your vehicle would probably benefit from a manual 'hands on' engine tune and up15% increase can be gained if this is done properly depending on the vehicle. Contact Berrima Diesel Service for more information about this.

Manufacturers generally recommend ‘no towing in overdrive’. This recommendation would be based on the fact that the ‘overdrive’ gear ratio is usually not ‘as strong’ as the other gear ratios. Gears such as 1st, 2nd, 3rd, and 4th would be ‘magnifying’ the engine output to the wheels and be at slower road speeds and would have a ‘gear ratio’ looking something like 2.68:1. Very simply speaking, this example would mean for every 2.68 turns of the engine the wheels would turn only once or 100NM engine torque magnified to 268NM at the wheels.‘Overdrive’ ratio would ‘reduce’ the engine output to the wheels BUT this offset would mean higher ‘cruising’ road speeds at less engine RPM and would have a ‘gear ratio’ looking something like 0.92:1.Very simply speaking, this example would mean for every 0.92 turns (less than one turn) of the engine the wheels would turn once or 100NM engine torque would now only be 92Nm at the wheels. Somewhere in the ‘overdrive’ equation 8NM of torque has ‘disappeared’ and it had ‘disappeared’ in the form of ‘absorbed mechanical effort and heat’ within the overdrive gear. Running then for extended ‘full throttle/heavy load’ times in this ‘overdrive’ gear could mean a build-up of extra heat in the gearbox which could eventually cause some sort of gearbox issue after time. So...we agree with the manufacturers on their ‘NO TOWING’ recommendation also BUT remember that manufacturers policies are based on ‘blanket policies’ covering the ‘worst case scenario’.In the ‘real world’ common sense should be used and if you are towing but on a ‘flat road’ with light throttle it could be classified as ‘safe’ in that particular condition to tow in ‘overdrive’. If you start finding though that your ‘foot goes down’ on the throttle for some time due to mountains of heavy winds then it would be ‘common sense’ to change out of ‘overdrive’.‘Automatic gearboxes’ and ‘towing in overdrive’ is usually a more simple task because ‘electronic controls’ are watching engine torque, throttle position, gearbox temperature etc. and will pretty much watch everything and select the right gear, when needed, for you. In fact even if you are towing ‘safely’ but the load is too much for the gearbox warning light will eventually tell you if you have problems coming. So in summary use common sense when towing loads and if in doubt, stick to the manufacturers recommendations.

The figures quoted in the brochure would be at the fly wheel whereas the dyno graph on our website is at the rear wheels. There is considerable loss through the drive train. You will see a similar difference between our quoted figures for vehicles at Vehicle page and dynos at Dyno result page Manufacturers only ever quote at the fly wheel as I guess they figure the higher numbers are more impressive however it can be misleading. It's probably stepping over the mark a little by putting those drawings in their brochure as they are implying they are real dyno graphs whereas they are really only drawings that reflect the quoted numbers. A lot of chip companies also use these types of drawings which are not real dyno graphs and this is one reason why we have decided to only include real dyno graphs on our website. As long as you compare apples with apples it gives a good guide but remember every vehicle will also vary slightly.

Just to name only a few vehicles, Mitsubishi Pajero 3.2 common rail diesel automatics and late 2007 onwards Nissan 2.5 CRDs. These vehicles are all equipped with DPFs and are certainly having their share of problems with blocking DPF filters in 'standard' form. We have been in the Diesel industry for a very long time (since 1956 specialising purely in diesel) and have seen all the craziest add-ons come along and, luckily eventually go, but we would have to call DPF technology the craziest idea from manufacturers yet! There are 'BIG' problems with the DPF technology on a standard vehicle generally and our opinion is that it has less environmental benefits than is worth the headache.The use of DPFs has helped automakers to almost completely eliminate the black smoke long associated with diesel engines. The downside is the filters need to periodically be regenerated to eliminate the collected soot. The filters contain a porous ceramic core that captures the particles. As the core becomes filled with soot particles the pressure differential across the filter increases, triggering the fuel injection to increase the amount of fuel to be injected. This raises the exhaust gas temperature, burning off the collected particles and clearing the filter core. The elimination of soot thus comes at the expense of increased fuel consumption negating some of the benefit of a diesel.The problem is that the 'idea' on paper (and maybe in a CAD design program in a designers office) seems OK but DPFs are very prone to blocking up from not coming up to 'cleaning' temperature enough and also the DPF is additionally hindered by sooty diesel and maybe other fuel related issues. Change injection timing and fuel control and it may further increase this problem.Another common thing associated with a vehicle having DPF technology on is that the fuel consumption is higher than normal. For example we regularly have customers call us asking why their new ‘same as the last vehicle’ 2008 model get worse than the last 2006 model they had? Thanks to DPF technology and the ‘every working’ cleaning cycle associated with it, the newer vehicle will use more fuel as it constantly tries to ‘heat up and clean’ the DPF filter.I'm not sure if you understand how a DPF filter works but in case you don’t it's like this:Diesel Particulate filters (DPF) catch microscopic bits of soot that have not been eliminated by the Catalytic convertor. As with any filter (think of the bag in your vacuum cleaner) they have to be emptied regularly to maintain performance. For a DPF this process is called 'regeneration' – the accumulated soot is burnt off at high temperature to leave only a tiny ash residue. Regeneration may be either passive or active. Passive regeneration (cleaning) takes place automatically generally on highway-type runs when the exhaust temperature is high. Many cars don't get this sort of use though so manufacturers have to design-in 'active' regeneration (cleaning) cycles where the engine management computer (ECU) takes control of the process.Active regeneration takes place when the soot loading in the filter reaches a set limit (about 45% which really isn't much) the ECU will make adjustments to the fuel injection timing or volume to increase the exhaust temperature and initiate regeneration. If the vehicle is equipped with an 'inlet shutter valve' this will also be closed to reduce air volume and assist with raising exhaust gas temperature in a ‘bid’ to ‘burn up’ the soot build-up in the DPF. If the journey's a bit stop/start the regeneration may not complete and the warning light will eventually illuminate to show that the DPF is partially blocked. The condition of the DPF is measured by 2 atmospheric sensors in the exhaust system. One before and one after the DPF. The difference in exhaust gas pressure between these two sensors is used to determine how ‘blocked’ the DPF is (the more blocked the DPF the higher the exhaust pressure will be at the sensor before the DPF). It should be possible to start a complete regeneration and clear the warning light simply by driving for 10 minutes or so at speeds greater than 80km/h.If you ignore the light and keep driving in a relatively slow, stop/start pattern soot loading will continue to build up until around 75% when you can expect to see other dashboard warning lights illuminate too. At this point driving at speed alone will not be sufficient and the car will have to go to a dealer for ‘forced’ regeneration (cleaning) or even possible replacement of the DPF. This ‘forced’ cleaning can be quite traumatic to the engine and generally will require engine oil replacement!If warnings are still ignored and soot loading continues to increase then the most likely outcome will be a new DPF costing around $2000.The most common type of DPF features an integrated oxidising catalytic converter and is located very close to the engine where exhaust gases will still be relatively hot so that passive regeneration is possible. There's not always space close to the engine though so some manufacturers use a different type of DPF which relies on a fuel additives to raise the ignition temperature of the soot particles so that the DPF can be located further from the engine. The additive is stored in a separate tank and is automatically mixed with the fuel whenever you fill up.With this type of DPF regeneration will be initiated by the ECU every 400km or so depending on vehicle use and will take 5 to 10 minutes to complete. You shouldn't notice anything other than perhaps a puff of white smoke from the exhaust when the process is completed.So...that’s it in a ‘Perfect World’ but we all know the World ‘isn’t perfect! Usually the reason behind a vehicle bringing 'on' the DPF warning light may be the driving style/conditions remembering that this massively influences the 'cleaning now due' condition of the DPF. We have many DPChip systems running in DPF equipped engines and we have had no direct issues due to the DPChip. Smart owners have had the DPF removed, the 'atmospheric' sensors re-installed in the pipe and have never had a problem again. The catalytic converter has not been 'touched' in these instances as we have never seen catalytic converter problems. It's not a requirement of most countries outside the EU laws yet to have a DPF and hopefully before it does become law to have, that technology is 'thrown in the bin'. Being Diesel Engineers by trade we hope the 'so called' manufacturers engineers come up with a much more sustainable/common sense approach to reducing 'ultra fine' diesel particles. We hope this answer helps you make an informed decision on the matter.DPF (Diesel Particulate Filters) and Aftermarket Exhausts.Please Note: No Warranty from DPCHIP if an aftermarket exhaust is fitted to a vehicle with DPF filter. Aftermarket Exhausts can lower back pressure and exhaust gas temperatures. High temperatures are actually required to clean the DPF. If the DPF becomes blocked it can create high engine back pressures and excessively high temperatures. We have seen some cases of Engine failures and DPF filter damage, these cases have proven to be caused by the fitment of After Market Exhaust. This has then lead to the After Market Exhaust Manufacturer becoming responsible for the damage and for payment for repairs.

Yes what about other chips out there? Here are a few questions you should ask: Why don't they have a 6 year warranty on their chip? DPChip have a 6 years warranty on the chip itself while other companies only provide just over half as much (only 3 years) ask them why they can't match it with DPChip in the warranty department. Why don't they provide new vehicle engine and driveline warranty coverage? If they are so confident that their chip is safe for your vehicle surely they should put their money where their mouth is. If they claim they do have this warranty then why wont they advertise it? At DPChip we are so confident that the DPChip can't cause any engine problems that we are happy to provide this warranty. The DPChip is engineered to be super safe. We gladly put our money where our mouth is. Why don't they provide detailed information and images of their product on their website? We've seen everything from 3D CAD drawings, through blurred closeups of generic engine plugs, and even some websites with not one picture of their product. Generic chips - some companies seem to have only one chip style to suit all vehicles. At DPChip we are happy to provide detailed information and images on our large range of different chips for different fuel system types. See our products page for more details. But they seem to be a large professional European company? Yes, looks can be deceiving. Nearly every chip company claims to be the original and the best or the largest in the world. Why can't they match the product support and warranty coverage of this so called 'small' Australian company then? Ask yourself if you're willing to trust your vehicle to a large European company or would you rather trust The Diesel Experts - Berrima Diesel - the company behind the DPChip - with over 50 years experience specialising purely in diesel and happy to back up their product with class leading warranties. Can you get the boss of the company on the phone? At DPChip you can! We still believe and provide personal service. You wont have to send your chip back to Europe if there's a problem. You wont have to wait till the European parent company gets back to their local distributor with an answer. With DPChip you can speak to the owner of the company and get an answer today! Other diesel chips just can't compare. We believe we are streets ahead in product development. We really do have the worlds largest product range with over 1200 vehicles supported and new release vehicles added as they appear on the market. How do we do it? We can do this because we are a hands on company where the boss isn't tied up in a conference room or office and isnt just another marketing guru selling a product. At DPChip we love diesels and the boss loves nothing more than getting under the bonnett and getting his hands dirty staying hands on with the latest in diesel technology. Only DPChip can offer you:6 year product warranty - New Vehicle engine and driveline warranty - 24/7 tech support where you can talk to a qualified diesel technician (the owner of the company) on the phone right now! - unprecedented product support and technical help - no need to wait for an answer from Europe - 50 years experience specialising in diesels - not accessory fitters or a general automotive workshop - we specialise in diesel and have seen it all before and we know our product is streets ahead of the rest.

Injector controlling Chips like the one you mentioned are pretty crude in their operation. Simply put 'They see a signal and just extend it only'. Leaving the injector open longer will allow more fuel in a little late (possibly 30+ degrees too late) if anything and they can't change the ignition timing (opening point of the injector). The DPChip on a CRD system operates by manipulating certain signals which will effect changes to 3 areas: the opening point of the injector (timing), the fuel pressure and closing point of the injector (volume). As a rough guide, The timing will be advanced up to 5 degrees earlier, the fuel pressure 500+ PSI higher (allowing better fuel metering in a given time) depending, just like the factory pressure, on what engine RPM, the injector closing later by as late as 5 degrees. DPChip has limitations set into it as well as the engines factory 'Limp Home' function is not disabled. Hence we can offer warranties that no other product can. Note: Injector controller systems are too far 'downstream' of the vehicles computer to have safety features activate if trouble arises. With the DPChip the diagnostics are left intact and the DPChip cannot actually be found electronically.The Injection cycle of a Common Rail Diesel system consists of:1.The Point that the Injector opens (Start of injection of Fuel:-Timing point)2.The Fuel Rail Pressure (More load and Revs the higher the pressure….critical in getting all the fuel delivered for efficiency)3.The Point that the injector closes (This is sometimes called injection duration, bulk fuel delivery time (how long the injector stays open)The DPChip can manipulate signals so as to affect all 3 critical areas. Keeping the Injection Cycle just like the Factory ECU.Some other chip brands ONLY affect ‘Point 3’ which alters ONLY Bulk Fuel delivery by keeping injectors open longer.Other simple systems ONLY affect ‘Point 2’ by dramatically increasing fuel rail pressure to unsafe levels.

Firstly this answer only relates to common rail injection systems as there are a variety of DPCHIP systems other than those for common rail. If your engine is common rail then the DPCHIP works at all times within the factory safety tolerances. On a standard common rail engine rail pressure varies greatly from a few thousand PSI to many thousands during normal operation. Throughout the operating range of the engine the DPCHIP may alter the pressure higher or lower within standard factory ranges. The important fact is that at the highest engine RPM/load point, the DPCHIP is programmed to go back to standard settings so in fact peak rail pressure is unaltered and safe. If it were to be adjusted outside these safety levels the vehicles ECU would bring on a safety mode. In other words a DPCHIP cannot damage any component and is completely safe. Just take a look at the comprehensive warranty we offer and the decades we have been in business. Its a very misunderstood area of discussion and as usual, when there is lack of understanding there are companies that prey on this with misleading advertisements to confuse customers. Remember the vehicles ECU is adjusting the power of the engine and one way it does this is through altering rail pressure.

Like everything in life there is quality and there is imitation. DPCHIP alters rail pressure by using a tuning map. this map decides when and by how much to tune the engine. Cheaper imitation products utilise set maps where there is one adjustment made for the entire range. We sometimes refer to these as 20% chips. They switch on at a certain point and you end up with too rich down low and too lean up top or the reverse of this. Each DPCHIP is programmed with a special program to suit the vehicle it is being installed on whilst cheaper imitation chips are a generic 'one size fits all' program. Besides these points this all means nothing if you cannot get the product support and at DPCHIP we provide a safe tuning product supported by trained support staff. Remember Safe Tuning means reliable long term operation.

Similar? Maybe on the outside but not the same. You really do get what you pay for with electronic devices of any kind. Besides our warranties and our unmatched product support you are getting the very best product money can buy. Most other chips use potted electronics, with resin hiding the fact they are using clunky old resistor technology. The chips that are half the price are only doing half the job. Mostly they are simple variable resistors, in fact you could make something similar for under a hundred dollars with some parts from an electronics store, but in all honesty thats not something you'd risk on your engine would you? Half price chips only do half the job and even some of the expensive chips only change fuel volume and not timing.To correctly and, more importantly, SAFELY tune your EFI diesel you need to do it the right way and that's by changing fuel and timing so that engine temperatures can be kept at safe levels. Don't believe the hype. If it looks too good to be true it probably is. Regardless of how much the chip costs if the company doesn't have an extensive diesel specialist background and isn't willing to offer extensive guarantees and warranties and really put their money where there mouth is then you probably don't want to be risking your $50,000 plus engine on the hope that all chips really are the same. Only DPChip is backed by a diesel specialist company with over 50 years working exclusively on diesel. Only DPChip gives you 6 year product warranty and only DPChip is confident enough in their product to be able to offer you new vehicle engine and driveline warranty coverage.

Just one of the many safety features of the DPChip. Any ‘fault light’ brought on for some reason or another by the DPChip is only a ‘glitch’ or ‘fake fault’...it will either re-set (turn itself off) immediately once the ignition is switched off for a few seconds and then back on, or if a ‘fault light’ stays on after re-starting it will generally re-set (turn itself off) after a certain ‘time period of engine operation’ and ‘engine start-stop cycles’. If it was brought on by adjusting the settings too high, simply lower the settings back to the previous ‘good’ setting and the ‘fault light’ will likely re-set. We don’t recommend adjusting the settings up on a factory standard vehicle, however you may adjust up slightly if you have fitted a larger intercooler or exhaust. Again, every vehicle is different and where one vehicle could be adjusted up, in another this may be enough to trigger the factory ECU safety system. Simply turn the chip back down if this occurs.

Whilst DPCHIP has multiple channel technology that would allow it to directly adjust turbo boost we choose not to adjust boost directly for safety. Given the increased combustion of having a DPCHIP installed generating more Power, the turbo boost will come up slightly quicker and generally slightly higher (maybe 1 PSI). Modern EFI controlled Diesels run boost levels far higher than previous technology so increasing the boost a lot higher again can put more strain on the engine and turbo. More boost means more exhaust gas back-pressure and more heat.