Porny

It's not that common... but does happen. Looking at it I'd say it was too far gone to be cost effective. Replacement would be the better option. I can sort a replacement if needed. You need another NNN500020 - Doesn't matter if from a Defender or Discovery as can be reprogrammed to suit. Ian

That's quite an ill informed quote - and very wrong.... I'd happily discuss this via PM. And with regards to turbo's - BAS is only to sell the Turbo's I developed with Turbo Tecnics because of me Ian

Check the front and rear exhaust manifold studs... Usually the back one that you can't see under the head shield... they have a habit of snapping when the manifold warps slightly. Ian

No... a 15P Engine needs to be on a NNN500020 or NNN000120 ECU. You can put a flash (NNN) ECU onto a 10P engine with the correct software, but you can not go the other way (i.e a MSB***** on a 15P). There are a lot of differences between 10P (EU2) and 15P (EU3)! As a quick test to make sure it runs, just use your current ECU - I wouldn't even worry about injector codes. But I wouldn't suggest driving it any distance with the wrong ECU and injector codes. Ian

I'd go for a Bilstein B6 Damper. Ian

Not a problem to use a NNN ECU on a pre 2002 Td5.... only wiring changes effect the EGR and a couple of other (none important) features. However you MUST make sure you use the correct software/calibration for the pre 2002 engine - and the ECU settings will need to be changed to use the earlier two track throttle pedal. When the Td5 went to lot EU3 lots of things changed (due to emission regs) - and as such the mapping between the EU2 and EU3 engine is very different - and not changing the software can cause problems. Don't get a NNN500250 as these were only used on a Discovery, and there is no proper Defender software for them... and don't get an Auto ECU. You need a NNN500020 or an NNN000250 - as for both ECU versions there is a correct EU2 file for the later EU3 ECU, Ian

I've got genuine ones in stock.... Or speak to Tim at http://www.mobilecentre.co.uk/ - he will be able to post them out quicker than me. Ian

A common misconception... All Td5 Defenders have an alarm unit - a 10AS unit - a green box screwed the bulkhead behind the clocks/instruments. In it's most basic form - the Engine ECU will ping the 10AS unit for a code, if this code is what the engine ECU expects to see (matched pair), it allows the engine to start. The 10AS can be programmed to different levels from the most basic poverty spec to full XS. There are predomintly two types of 10AS - central locking and none central locking.... both can be set from poverty spec upwards. Swapping Engine ECUs - as mentioned the engine ECU and the alarm 10AS unit needs to be matched together, so if you just swap the engine ECU - they are no longer matched, and the ECU will not start. Really you also need to make sure you have the correct ECU calibration on the ECU, and the injector codes are swapped over from your old engine ECU. Was the throttle pedal you used as the replacement new or second hand? Is it the correct post 2002 3 track pedal, or have you fitted an earlier 2 track pedal? - as if you've fitted the wrong type, it will not rev - the ECU needs to know if its a two track or three track. The NNN500020 is fine to use on your Defender, with the correct files - but will need to be matched to your alarm ECU - I can do this via the post if needed... or I can remove the need for a 10AS unit completely, giving you a plug and play ECU - probably not needed for your application. Ian

James, I have a demonstrator available if required... Ian

All, My apologies for the delay in replying – unlike a lot of companies I am only a one man band, and haven’t had time to be on here much lately. But – here we go: Turbos: 300tdi is custom made for this application. It is not a turbo designed for another application bodged to fit, and it is not a TGV turbo. The turbo is based on our very successful Td5 Variable Geometry Turbo, so uses a Td5 spec compressor housing, but the exhaust housing has been specifically designed and cast for the 300Tdi application. The only parts that you need to reuse are the ‘horns’ from your old turbo set up. However, if you don’t think you’ll be able to get you old manifold split into its 3 sections, I do usually have ‘horns’ available on an exchange basis. You also need to fit a new oil drain pipe – but this is supplied in the kit. The turbo is a direct replacement, and unlike using the TGV turbo, you can keep your standard exhaust down pipe, standard air intake, standard intercooler hoses etc. Meaning that any spare parts are available off the shelf – making life a lot easier. Being based on our Td5 Variable Geometry Turbo, means that the turbo will flow more air when fully open that a standard 300Tdi Turbo – so you get massively improved low speed pick up, and a mid-range and top end increase when fuelling is matched to the characteristics of the new turbo. If needed I can offer a race version of this turbo, but if you were going to these extremes I would also look at inlet manifold and head modifications. I also offer different fuelling pins etc. etc. I do have a 300Tdi available for demonstrator purposes. 200Tdi – See spy shot. This is the first picture of the turbo fully fitted. The turbo has been done for a while, but we have only just had time to finish the installation off. The kit will come with new oil drain and feed pipes, and an exhaust adaptor to allow the turbo to fit a standard down pipe. Again, this turbo will offer a massively improved low end, and a good mid-range and top end increase. As with all of my conversions, the kits are a simple bolt on conversion, and all none standard parts (which we have reduced to a minimum) are included in the kits. At the moment, we have only done a Defender kit – however, we will have a Discovery available soon. Price wise (all based on exchange for your standard turbo) – A 300Tdi Turbo only is £895 + vat. There is an extra charge for horns etc. if required. 200Tdi – TBA – but should be in the same ball park as a 300Tdi. And I also have a full range of Td5 and Tdci turbos' available. Regards Ian

To clear up a few points - especially as I am a supplier of LED headlamps.... The JW Speaker headlamps are approved under ECE R112 which originally covered filament lamps and was amended to include LEDs. HIDs have their own specific regulation. The JW Speaker lamp is a complete replacement unit carrying the same approval (Regulation 112) as the OEM unit so the LED unit complies with RVLR 1989 and can be retrofitted. The luminous flux of these headlamps is below the threshold which requires levelling and washing therefore it is not required. The approval was issued by the VCA and the MOT aspect verified by VOSA in the UK. HIDs luminous flux exceeds the threshold so requires levelling & washing and certain LED lamps may also fall under this possibly one mention in this thread! The warranty is four years, from an OEM point of view various manufacturers have been fitting LED headlamps since 2008. The unit on Amazon at the beginning of this thread is not ECE approved, is not as bright and has half the warranty in terms of rated hours. It was launched on the open market before the JW Speaker lamp but has never been ECE approved and even after improvements to the beam pattern it will probably not be ever ECE approved. Since their European launch the price has dropped notwithstanding UK VAT has gone up, as with all technology I am sure the price point will continue to be eroded as time passes. Ian

Refaced manifold (I offer these on an exchange basis - skimmed, blasted and slightly modified). I also supply an uprated stud and spacer kit if needed... which do help manifold survive. Removing webbing makes no difference in my experience... Is your Td5 tuned? Ian

Try this test: sounds like the waste gate could be siezed on your turbo - very common on Td5's. Usually easy to fix though. Ian

Apologies for the delay in replying.... currently away in Italy - but an update: All of the prototypes have been a success, the only delay has been in the casting of the exhaust side of the housing. The final tooling has been sent off and the virgin cast should be back and done in 6 -8 weeks due to work load. Then it is just a bit of machining, and the final build. As mentioned previously, the turbo fits in exactly the same manor as the standard version - and all of the air intake pipework and the exhaust stays standard... unlike using the TGV version. Price wise.... it should come in around the £850 + vat (exchange) but this is not 100% confirmed. I will have a prototype at Billing if people want to have a look... and place pre orders. Ian