jagwit

I'm playing with the idea of getting a D1 (95-99) V8 auto and then building my 4.6 into that and dropping the 3.9 into my "mud car". What is the story on the Auto's? Do the auto boxes have known issues? I've heard that the gearboxes are pretty much indestructable but the flex plates tend to crack. Anything else I should know about? TIA Philip V8 Disco http://www.msruns.com/viewtopic.php?f=92&t=17941

Less than 5000 I recon, 500 of this was towing an 800kg trailer down and then with a 2000kg car on top back 500km. Yes only the exhaust downpipe had to be changed somewhat to connect to the turbo exhaust. I was charged ZAR20k (USD2000) for this. It included a "turbo timer" which makes the car idle for 30 secs after switching it off. Then they also had to add a mechanical coolant temp gauge as the new ECU map did not work well with the temp gauge. It was not cheap but the result is enjoyed EVERY time I step on the gas !!

Thanks guys!! That sounds highly plausible as the AC WAS working overtime in that heat! I'll follow up with the dealer.

All I know was that it was from a Mercedes Vito 115. The whole outside surface of the turbo has been sandblasted and all engravings thus destroyed so I'm afraid that is as much as I know.

He is doing the job, I just want to know for the sake of knowing.

I'ld like to boast a bit with my TD5 (and share what can be done with a TD5...) Much as I like my 4.6 V8 D1, this truck puts my V8 to shame... The turbo packed up recently and my garage offered me the option of fitting (so I'm told) a Variable Geometry turbo as fitted to a Merc Vito but modified so that the original boost pressure actuator would still control the VG turbo. The non-programmable ECU was replaced with a programmable ECU and mapped with the engine map of a Disco 2 TD5 auto, European spec. It also has a "UNICHIP" piggyback ECU that was mapped in the very early days, before the original ECU had even been programmed with the correct injector codes (as delivered NEW by the agents). Boost comes in at 1250rpm (0.5 bar at steady speed). This means that I can now drive the car like I drive my V8, changing gears at 1800 - 2000rpm. max boost is now 1.4bar max power at wheels: 96kW (assuming the braked dyno is reasonably correct; LR spec is 90Kw at the crank) max torque at wheels: 340Nm (assuming the braked dyno is reasonably correct, LR spec is 300Nm at the crank) max power remains almost flat up to 4000rpm whereas previously it dropped off quickly. First comments I receive is normally: "Its gonna blow up...." My view is that if that were to happen, it would have done so already. I recently towed a low-bed trailer (800Kg) with a Daimler Double-Six on top (2000Kg) over 500km with several mountain passes in between, trying to maintain 100Km/h on average. The above has changed my rather negative view of the TD5 considerably.... I recon there is much more to be tapped from it.

I thought the waste gate stops the turbo overspeeding ?

Travelling on holiday over December my Disco 2 TD5 ES Auto did something it only did 2 years before while travelling the same road under similar hot conditions (> 35degC). I'm travelling along at 125km/h (as per GPS) on a relatively level road (car loaded but no trailer or roof rack) in ambient temps of around 35degC with speed control on. We've been going like this for more than an hour, so engine, gearbox and diffs are as hot as its going to get. Suddenly the speed control will cancel all by itself, the torque convertor lockup will DISengage (revs rise) and the M and S lights will start flashing (this indicates gearbox fault condition). Coast to a stop with autobox in N, switch off ignition, count to 10, re-start and drive off with all OK. An hour or so later same thing happens. Restart and all is OK. Anyone have any idea what could be going on here and how to prevent?

It HAS to be available from somewhere as my local turbo repair man will be doing exactly that for about USD450. He must surely get it from somewhere and then add his markup

1) Could anyone tell me what the part no is of a TD5 Turbo CHRA (central housing rotating assembly)? The CHRA is all the bits that rotate including the housing in which the rotating bits run - the part that one can see between the two outer turbo casings. 2) Any idea where one could buy this? I am told that the shaft on my turbo has "broken". Does that mean it is now in two parts? Any idea what causes this to happen?

Hi there Can anyone tell me how to connect this 35DLM8 dissy to the coil? This is the type where the ignition module is bolted to the side of the dissy. Ive labled the terminals "1" and "2" as pre the pic to make things easier. One of them must go to coil+ and the other must go to coil 1 but which is which? TIA for all help received. Philip Disco1 4.6 Megasquirted with wasted spark ignition : http://www.msruns.com/viewtopic.php?t=17941

I presume the figures quoted (which do match up with my limited experience) only applies to full throttle? I run significantly more advance at partial throttle situations.

Cant say which one would be "the best" but I took the flywheel straight off the 3.9 and bolted it to the 4.6 which went into my Disco. No issues. Best regards Philip

Hi everyone I'm new to this forum but thought I should share this with you as with fuel prices going as they are (at least in our banana republic) it makes sense to squeeze every bit of economy out of a 3.5 V8 by converting from the twin SU setup to EFI. Briefly, I used the EFI hw from a 3.9 Disco with a Megasquirt-2 ECU to do the conversion with. The ECU now also controls timing although "basic" timing is still being provided by the dissy. The ECU can add/substract timing from whatever advance is received from the dissy. Before I did the conversion, I first measured air-fuel ratios of the carbs. The leanest I saw was 13.5 (that is seriously rich under partial throttle conditions) and under full throttle it would easily go below 11 (that is almost "liquid fuel" coming out the tail pipe - exagerating but that is over-the-top rich). Idle gave about 12.5 which is good for idle, so one can not argue that the carbs were way out of adjustment. Its too early to comment on fuel consumption improvements but already it is clear that its not worse but there is a tangible amount of power increase at full and partial throttle. You can read more here if interested : http://www.msruns.com/viewtopic.php?f=92&t=22645 Best regards Philip

Just so that I'm not having a party all by myself, here's a few vehicles I've "squirted" (fitted and mapped) with Megasquirt: (sadly, for the pics you'll have to subscribe to the msruns site) Discovery 4.6 Manual (my own): http://www.msruns.com/viewtopic.php?f=92&t=17941 Discovery 3.9 Manual and an Auto: http://www.msruns.com/viewtopic.php?f=92&t=22468 Defender 3.5: http://www.msruns.com/viewtopic.php?f=92&t=22645 Jaguar XJS V12 (my own): http://www.msruns.com/viewtopic.php?f=92&t=20086 Enjoy! Philip