jagwit

I still want to know where those pipes terminate please? I'm on holiday at present and can not do the full roof lining thing now. Thats why I'm hoping for a quick fix.

Another forum has reported cleaning the drain pipes with compressed air but still did not tell me where those drain pipes terminate, so I'm still hoping that someone will share this with us in great detail.

I'm trying to find out where these drain pipes end? There are many threads on the topic of leaking sunroofs but the info I look for seems to be elusive. My plan is to run wires up the pipes to make sure they are not blocked before stripping out the roof lining to get to the sunroof drains. TIA Philip

Thanks Turbodave! That's the kind of info I was hoping to get. It would be nice if we could confirm if oil coolers were indeed fitted to the 4.0 models. (There is no mention of oil coolers in my Rave CD) If this was the case I'ld like to get hold of one to fit to my D2 (now 4.6).

Yes, I recon that is most relevant. I've got my VDO sensor in-line with the pipe running from the inlet manifold next to the ecu clt sensor to the expansion tank . Normally coolant will run from this outlet next to the ecu clt sensor to the throttle body and then to the expansion tank but I have deleted the part where it runs to the throttle body so it now runs directly to the expansion tank. My engine needs cooler air - not hotter air.

Were American Disco 2's 4.6? If so, do they have engine oil coolers? (The P38 4.6 did have oil coolers so I'm wondering if LR fitted the Disco also with oil cooler when fitted with 4.6). Here in South Africa we only got 4.0 Discos.

Does anyone know if those external in-line thermostats used on discovery and Range rover are available with lower thermostat opening temp ? I have installed a VDO temp gauge into my car and find that it runs at around 100degC which is needlessly hot IMHO.

Have you done MS on a Thor using the oem crank sensor?

I want to use the Crane H202 cam in my THOR engine. Problem is that Crane dont make them for the THOR engine - only for the 3.9 and earlier (long nose). Does anyone know if the 3.9 cams can be modified for THOR use? TIA

Is there any difference in the way leaky lifters (more suitable for high rev applications) are to be installed as opposed to the standard ones? TIA

I have a 2004 South African specification 4.0 Disco 2 V8. This low compression engine runs open loop (it does not have Lambda sensors). I have now installed a Rover high compression 4.6 in its place. So far it seems happy with the fuel and timing it gets. Presumably the fuel map just sees more air being used and supplies more fuel and the knock sensors are keeping detonation under control. Can not help but wonder if there is not a more optimal fuel and timing map available developed for the 4.6. I understand that US Disco 2s came with 4.6. 1) If so, are they (running on the same fuel and timing maps as my car? 2) How does the ECU know when to use the lambda sensors and when not to? All input will be appreciated.

Oh lovely!!! Now I just need a body lift kit that will give me 2feet of body lift so I can see over the SC !!

It so happens that I have my eye on a Sprintex S5-335... Would be nice if I did not have to mess with cooling - so much simpler...

I have a VNT on my TD5 truck - 100kw / 380 Nm at the wheels. I understand that one can not fit a VNT turbo to a petrol engine in the normal place on account of the EGTs being much higher than what a VNT can handle? Mechanical Engineer friend investigated mounting VNTs remotely (at the back of the car). And this has been done before...

Supercharging (using a Lysholm blower) a Rover V8 is on my bucket list.... and time is running out.... Its all about that immediate punch right from idle, so dont even talk to me about turbo(s). Hoping someone has done it and can share with me an elegant method of physically mounting a unit to the engine. Which engine layout lends itself best to supercharging (from a physical layout point of view)? The engines as found in Discovery 1 or those in Discovery 2 (Thor)? If I could have things my way I would use the concept of charge cooling rather than intercooling.

Having Megasquirted several engines (V8 and V12) now, most with EDIS and some with dissy, I would like to have a go at doing a Thor V8 (as found in Disco 2 / P38) with COP / sequential. This means knowing exactly what signals come out the crank and cam sensor and how they relate to each other. I found this: http://www.landroverclub.net/Club/HTML/V-8_40new.htm Which gives good info on the crank signal but its not clear enough on the cam signal. Anyone have anything better? Best regards Philip www.jaguardiy.net

Seems to me the idle valve does not work - most likely stuck in the closed position - and therefore does not allow air when at idle and too little air creeps past the butterfly.

1. LC-1 up the tailpipe; 2. 15.5 is definitely too lean for certain operating conditions like full throttle and idle but is perfect for others. I operate my 4.6 between 12.5 at full throttle (all rpm) and 16.5 at very light throttle (only certain rpm range); 3. That's right, the FPR regulates the amount of fuel being allowed back to the tank so that the pressure in the rail is around 2.1 bar at idle. When you remove the vacuum pipe off the FPR, pressure rises to about 2.6bar. Pressure also rises briefly when you stomp on the gas. 4. I have no time at present and I'm too busy finishing off my V12 Cobra and converting my V12 E-type to EFI (with Megasquirt). Besides, the solution is "so close" by replacing the MAF (or tuning GEMS via PC = the cheapest solution). 5. Correct, but not the case here. Did you read above that I tried another used MAF and that was even leaner?

Unleaded fuel (a requirement for lambda sensors) was only "recently" introduced into South Africa. LR worked around this problem by supplying low compression, open loop engines in Disco and Range Rover to this market. There are a few high compression versions (also open loop) D1's running around - my nephew has one. GEMS also uses a hotwire MAF I believe. Anyway this engine and its management system was pulled from a P38 and installed into this Disco1.

Hi Ally V8 The owner is very busy at present, so I expect we will only get round to this some time next week if not later. Will provide feedback once its done. BTW, I tried another used MAF last night and this made the engine run even more lean. This now categorically confirms to me that MAFs can go "off".

Thanks Ally V8! I have in the mean time realised that there is nothing wrong with the fuel pressure. I measured on the "tyre valve" on the fuel rail. This is AFTER the FPR. Before the FPR, pressure is close to spec evidenced by the pressure gauge needle rising when manifold pressure drops as the throttle is opened. Do you perhaps have a graph of how the MAF translates airflow into an output voltage?

This engine did not and does not have O2 sensors. It is a low compression engine (as LR supplied in South AFrica due to our low quality fuel) and therefore runs in open loop.

Someone brought a Disco1 fitted with a GEMS 4.6 to me, wanting the vehicle to be fitted with Megasquirt as I've done to mine. However, I did a "health check" on the engine and found the engine to be running consistently LEAN by about 2.5 AFR points! (Eg instead of running AFR 13 where it should, it was running 15.5 etc) I have found the fuel pressure to be too low (2.1 bar) where it should be in the region 2.4 - 2.6 but I'm hoping that its possible to make SOME mixture adjustment via the ECU. Can anyone tell me if it is possible to make any mixture adjustments via the GEMS ECU? Thanks Philip

Thanks guys! I've had other confirmation too that the chamfered edges should point downwards (face the oncoming disk). The pad backs were lubed with "coppaslip" but it could be that the pads glazed or perhaps the grooves I had machined into them are contributing to the squeal. A mechanical engineer friend of mine is of opinion that those grooves contribute much to the squeal and don't offer improved braking worth the cost of having them made. Perhaps this link should be updated as clearly the pads were inserted wrong? http://forums.lr4x4.com/index.php?showtopic=10687

The brakes on my Defender pickup are squealing something horrible. Bought new Ferodo pads and noticed that they have a chamfered edge. Should this chamfered edge point skywards or to the ground? What is its purpose?