[Td5 Bulkhead Conversion]

Hi James

I have been following this thread with interest...as I have just done exactly the same with my 110 (well pretty much) i.e it started life as a standard 200Tdi County Station Wagon and I am currently building it up into a 300Tdi Overland Vehicle. Basic spec/work carried out so far is:

-Purchase vehicle of eblag, took home and completely stripped down, chassis shot blasted, new 300Tdi engine mounts welded in, two new bulkhead outriggers and a 3mm heavy duty Td5 spec rear cross-remember fitted. Then all off to be galvanized along with turrets, removable R380 gearbox and protector/bash plate.

-Once back was made into a rolling chassis with a brand new wolf spec rear 110 axle and a brand new latest spec front axle, suspension choice is OME springs with Koni heavy duty rally track raid shockers and all poly-bushed.

-Mounted rear ROW spec 300Tdi tank and cradle, fitted all fuel pipes (again all ROW spec) and fitted water separator/fuel filter to chassis.

-Mounted chassis ROW spec loom to the outside (didn't want to risk it getting shredded on some sharp galvanizing on the inside of the chassis rails.

-Post 2002 Td5 Spec bulkhead purchased, stripped, galvanized and painted in Stornoway Grey. Then re-assembled with Fat Mat soundproofing everywhere!

-New latest spec Td5 R380 gearbox with changed input-shaft to allow 300Tdi bell-housing mounted to new standard LT230 transfer box.

-Turner Engineering rebuilt 300Tdi Engine with Performance head, re-conditioned injection pump, new injectors, new turbo, new high output alternator etc all fitted.

-Floor seat-box and stripped back to bare ally and painted etc then all fitted and soundproof extensively.

I would be happy to help you if you have an questions.

Regards

Rob

[Chassis Number Placement]

Hi Chaps

I have just replaced the chassis on my defender and want to stamp the number onto it. Can anyone please tell me exactly where it is meant to go? I am aware that is it meant to be located on the offside front dumb iron...but does anyone have any pictures of the exact location. I need to get this done as the landy is booked in for inspection by the DVLA! Maybe a diagram with measurements would be good?

Cheers

Rob

[Swivel pin housings]

but the chrome gets damaged & corrosion gets under it making it blister/peel off & wrecks the seal.

I have to second ralph on this...I had to replace my whole front axle because the wear in the pins plus everything else had got so bad that it was easier and cheaper to buy a Td5 front axle with 10,000miles on it with the later and MUCH better teflon coated swivels than it was to re-build and replace the old swivel balls, pins etc etc. Plus replacing the axle was FAR less hasel and was done in a morning.

[Disco needs a new engine.....(Td5 an all)]

Rob,

I've replied to your pm, but thought I'd post some of the answer here too for future reference....

A Td5 is no more difficult to swap than a 200 or 300Tdi.

In all honesty you can use a Td5 from any age of Discovery or Defender... A Disco and Defender engine are the same bar a few ancilleries that can be easily swapped from the old engine.

The ECU issue is an easy one....

If you put any age of Td5 engine in your Disco, it will run with the ECU that is currently fitted... but it won't be ideal. But it will run happily enough for you to do a test drive.

If you use a pre 2002 engine....

Then your current ECU will be fine, but you will need to have the injector coding changed to match the injectors fitted to the 'new' engine. This takes about 5 mins once you have the rocker cover off to see what the injector codes are.

If you use a post 2002 engine...

Then you need a post 2002 ECU. This needs to be flashed with the correct files for a Discovery (if not already - Defender ECU is exactly the same), the throttle pedal will possibly need to be set to a two track (different throttle pedal on early and late Discoverys/Defenders), and you need to change the injector codes to match the 'new' engine. It will also need to be 'matched/learnt' to your Body Control Unit (immobilser function). This doesn't take very long (30 mins).

Personnally... I'd go for the newest/low mileage engine I could find regardless of age.

The only other thing you will need to change is the EGR set-up if you use a later engine - but I'd get rid of it anyway!!

And to answer other questions...

You could swap injectors over, but seems a lot more work that swapping a few codes!!! You can use later green top injectors in an early TD5, but I wouldn't put early injectors into a later Td5.

Ian

Ian

Thank you very muc for your reply..both of them! If I do decide to buy this disco and get the engine fitted I may well me making the trip up north to have you have a look at the ECU....forum discount!?

Cheers

Rob

[Disco needs a new engine.....(Td5 an all)]

Hi All

I normally wouldn’t enter the disco forum (defender all the way)...but here goes! My mate has offered me a Td5 engine disco that has a blown engine....assuming I could get a replacement engine of eblag or something how easy are TD5's to swop? I mean I have done defender 200 and 300 swaps before but have always been scared by TD5 electrics...is it really a case of plug in and play?! Reckon it could be done in a weekend? I have all the tools but am worried about ECU's badgering me around and lots of dash lights flashing at me when and if I get to start the replacement engine after fitting it.....

Any help would be great!

Thanks

Rob

[Ok first post.. Garrett VGT Turbo (2256V) on my 300Tdi]

You won't get a "fair chunk of boost" on low throttle openings, just a bit more with a VVT than you would with a normal turbo. It's still going to be very gradual, not going to be a whole heap of boost on and off, so I can't see it being a problem.

People running normally aspirated performance cars with loads of power can still manoeuvre at slow speeds (unless they have silly sports on-off clutches that is).

The major advantage of VVT is that you get the best of all worlds in one turbo unit. Small turbos spool fast at low revs, but run out of puff at high revs, big turbos are the opposite, nothing low down, and plenty of grunt at the top end. A VVT turbo is both

Any ideas where I can source this turbo i need? Its the one I have mentioned early on fitted to an Iveco Turbo Daily.

Regards

Rob

[Ok first post.. Garrett VGT Turbo (2256V) on my 300Tdi]

Can't say, Rob. Mate's too far away. But it is for a newish Iveco since he works for a truck repair where the Ivecos are serviced. And for some obscure reason, the TCs were changed as a service measure without anything wrong with the old ones. And they where just thrown in the bin...

Well then...is there a chance that I could some how get hold of one of these binned turbos??

Cheers

Rob

[Ok first post.. Garrett VGT Turbo (2256V) on my 300Tdi]

Lars does the turbo look anything like this.... it has the four bolt plate that I am looking for but is a tad pricey!

http://cgi.ebay.co.uk/ws/eBayISAPI.dll?Vie...em=170269844336

Cheers Rob

Does anyone have a turbo like the one above?? Or a suggestion of where I can obtain one from?

Rob

[Ok first post.. Garrett VGT Turbo (2256V) on my 300Tdi]

Not the definitive answer, but I think that some of the four stud turbos are standardised. A mate has put this Iveco turbo on a VM diesel and he hasn't mentioned anything about an adapter.

Got me thinking... He is now fed up with the taxation of diesel vehicles here and is going to fit a V8. Double the CO2 and you get lower vehicle tax... Maybe his turbo can get a new life on my 200Tdi? B)

Lars does the turbo look anything like this.... it has the four bolt plate that I am looking for but is a tad pricey!

http://cgi.ebay.co.uk/ws/eBayISAPI.dll?Vie...em=170269844336

Cheers Rob

[Ok first post.. Garrett VGT Turbo (2256V) on my 300Tdi]

Hello!

Right the time has come from me to carry out a few tasty engine modifications on my 300Tdi 90. I have been in contact with one of the forum members (Lara..you know the 2.8Td5 chap) who has been very helpful. I want to fit a Garrett VGT turbo on my engine; now after researching this it would appear that I have three options to mount it: 1) on the 2.8 HS TGV manifold if I can get one (I see its been done by someone on the forum) 2) Make my own tubular manifold (not upto it though really as I don’t think mild steel would take the heat for long produced by the turbo!?) 3) By the looks of things a certain well known company that supplies a VGT Turbo kit (very expensive) have used a Disco 200Tdi manifold...this will fit a 300tdi head yer?

Ok, so lets presume that the manifold is sorted....as to the turbo Lara has recommended a Garrett GT2256V (this is also used the 2.8 HS TGV engine my research has shown) I just didn’t really like the way the turbo is kind of crammed into place on the 2.8 HS TGV and that’s why I am not that keen on using that manifold....if I go down the 200tdi disco route that would place the turbo nicely but the turbo would need to have a 4 bolt exhaust flange on it...does anyone know of any versions of the GT2256V that have a 4 bolt fixing exhaust flange (I am talking about where the turbo bolts onto the engine exhaust and not the exhaust, exhaust if you get me!) I have found one...its fitted to a IVECO DAILY 3 TURBOCHARGER 2.8 Diesel 135 140 BHP turbo and has a 4 bolt manifold that I am after...question is will it fit a 200tdi Disco exhaust....LOL. Any views on making an adaptor plate? There seem to be quite a lot of GT2256V’s with the three bolt exhaust mount (again used on the 2.8 HS TGV engine).

Any ideas, suggestions would be great...I am looking to carry this project right through and will be doing regular up-dates with progress, pictures etc....

Regards

Rob