Hello folks. Let me just start by saying the price Van Aaken and a few other companies charge for this service is extremely high for what amounts to an hour's work if you know what you are doing. I have self-modified my 306 to record 114.8bhp and 182lb/ft torque as recorded at Willfield Motors in South Wales. The above posts are correct regarding the procedure for adjusting boost. My 306DT currently runs 1.2 bar of boost measured by a boost gauge plumbed into the boost compensator hose running from the compensation unit to the I/C. DTs runs 1bar (14.8psi) of pressure as standard, quite high for a little T2 or T2-sized unit which is almost continuously on-boost. I wouldn't recommend raising the boost above this unless you have invested in uprated intercooling, as the charge temperature rises greatly above 1.2 bar (18psi). 306DTs, like most other mechanical-injection diesels, are set to run with an almost continuous supply of air coming into the engine. there's no throttle butterfly as such, instead the throttle cable is connected to the fuel pump and fuel is injected on demand. Hence why raising fuelling is so vital to increasing power. There are two areas where the fuelling can be augmented: the maximum fuel setting, and the onboost fuelling. Maximum fuel settings --------------------- There are two types of fuel pump on the mech injected 306's: Bosch and Lucas. The Bosch pump is easy-peasy to adjust, the Lucas pump is more involved as it involves draining the pump of its contents of diesel and a bit of faffing about to get it into adjustable position. Onboost fuelling ---------------- The onboost fuelling is adjusted by the boost compensator unit: this is a brass-coloured assembly (on the Lucas pump) with a "nipple" protruding (it will be covered with a white anti-tamper fitting, this needs to be broken off and removed). The nipple must be unscrewed to a maximum of one-and-a-half to two turns. The Bosch pump has the boost compensator sitting on top of the fuel pump. Raising the fuel settings helps with turbo lag but also produces black smoke. The smoke is unburnt diesel being put through the engine; the limit to the tuning procedure is the amount of smoke produced/reduced fuel economy tolerated compared to the limit of the fuel pump's adjustment range. I currently run a Pipercross cone filter with custom heat shield on the 306, this is primarily to reduce the tank-like noise and give the engine some character. I'm not a believer that these items aid power on turbodiesels anyhow. As for exhaust, the 306 makes most of its back-pressure in the deflecter-type rear silencer and I have replaced the Peugeot system with a straight-through, catless Powerflow jobbie. Phew. Well, I guess I need to go to bed. I offer this service down here around the Portsmouth/South Coast area for £40. It's that simple.

Edited by Avant on 31/05/2013 at 23:22