Tdv6

[Sollidisc]

Hi all,

Just had the turbo on my d4 2.7 replaced. No loss of power just the red triangle coming on twice on the same steep hill, 110 on cruise under load. I bought the 2.7 because I was advised by the or salesman the turbo gave no trouble and even if it did it could be changed easily. My 22,000km baby now has plenty of turned Philips heads, rounded bolts and some body scrapes and scratches....plus a steady loss of coolant.
The dealer didn't share the reasons for such a failure but the Internet seems to point to carbon deposits on the variable vanes with the egr assisting. Anyone know if there is anything I can do to make no 2 last longer?
Was thinking of upgrading to the new tdv6 next year but now am losing confidence, mind you a visit the oh what a lemon site made me feel a little better.....
Ah we'll I feel an extended warranty coming on

[Barryp]

I am surprised that if the turbo had failed you did not have a loss of power.
Could it have been a clogged fuel filter?
Regards
Barryp

[Sollidisc]

My wife was driving both times, hence the cruise on and flat out up a hill.....but she maintained no loss of power. She did hear the service manager mention corrosion and that is when landrover said new turbo. The dealer said the repair would be $12000 if it were a retail job. I know for a fact that it was in the workshop for a max of eight hours and dealer said the turbo was $4000 to $5000, so they either had a football team on it or tassie wages are $1000 an hour!!!!
Anyway it climbed the said hill fine today, fingers crossed when the caravan is on the back.

Still it's a fantastic car and terrific to tow with just need to trade it every three years or so.

I will mention the filter though when I take it back for the leak and body repair

[AnD3rew]

You can buy a new turbo on EBay for less than $1500 delivered.

[Tombie]

And dont forget to "get up it" often...

Urban wandering soots the vanes etc up...


An "Italian TuneUp" occasionally helps to keep things a bit happier :angel:

[Tote]

+1 for not driving around town slowly, you need to make sure a diesel gets some open road time to decarbonise it.
Regards,
Tote

[oldsalt]

Ditto - take it out for a spin on the open road - and drive it like you stole it ...

cheers

[~Rich~]

And add 2 stroke to you diesel!

DISCO3.CO.UK - View topic - Wow what a difference a little 2 stroke can make (http://www.disco3.co.uk/forum/topic82489.html)

DISCO3.CO.UK - View topic - How much 2 stroke oil should I add to my diesel (http://www.disco3.co.uk/forum/topic79420.html)

That will also assist keeping the turbo vanes clean.

[Rich84]

Is anyone on here adding 2T to their fuel?

[101RRS]

I am - there is no obvious difference to the car but hoping that one day it will provide that extra little bit of lubrication to the injection pump when it needs it.

Garry

[~Rich~]

Me too, I am hoping for an overall cleaner engine & exhaust. Blanking the EGR'S will of helped too.

[rick130]

And add 2 stroke to you diesel!

DISCO3.CO.UK - View topic - Wow what a difference a little 2 stroke can make (http://www.disco3.co.uk/forum/topic82489.html)

DISCO3.CO.UK - View topic - How much 2 stroke oil should I add to my diesel (http://www.disco3.co.uk/forum/topic79420.html)

That will also assist keeping the turbo vanes clean.


Is anyone on here adding 2T to their fuel?


I am - there is no obvious difference to the car but hoping that one day it will provide that extra little bit of lubrication to the injection pump when it needs it.

Garry


Personally I'd rather use something properly blended for turbo diesel use with added detergents such as Redline RL2 (which I do) and FWIW I have a brilliant two stroke lube in the shed in the form of Motul 800 2T but I keep that for what it was blended for.

[Tombie]

Me too, I am hoping for an overall cleaner engine & exhaust. Blanking the EGR'S will of helped too.

Considering how sooted up a 2 stroke can get.. Seems a bit of a dubious statement ;)

I'm with Rick130 on this one.... Use something blended to do the job..

Heck, if a fuel company could add a splash of 2T to diesel and get 'such a great benefit' dont you think they would, and then market it as a 'super dooper wonder diesel' ;)

[Rich84]

Personally I'd rather use something properly blended for turbo diesel use with added detergents such as Redline RL2 (which I do) and FWIW I have a brilliant two stroke lube in the shed in the form of Motul 800 2T but I keep that for what it was blended for.

So how is the RL2 working for you?

[TerryO]

For what it's worth today for the first time I added just over 200 ml of Castrol mineral 2-stroke oil to the tank and then filled the old girl up.

Within 20 kilometres I could tell the engine was definitely far quieter then it was and it feels like it is running smoother, it will take more time and cold start ups to be sure of this though.

My engine isn't exactly old either, it only has around 45,000 kilometres on the clock since it was replaced as a new long engine.

I to have been very dubious of adding 2-stroke but considering there is plenty of posts by different people swearing how good it is and not one saying it had caused them grief I thought it worth a try.

Fingers crossed. ...:eek:

cheers,
Terry

[Graeme]

I tried it in my TD5 for a short while and felt the smoother running almost immediately but thought the engine had lost some punch at low revs, light thottle.

[Rich84]

TerryO what was the cause of your engine having to be replaced?

Let us know how you go with that 2T oil!

[rick130]

IMO most of the 2T effect is placebo, but whenever I've suggested that all hell breaks loose :D

I raced then worked on race cars for a number of years so know all about what things 'feel' like and what the dyno and stop watch says, and nine times out of ten when either I or a driver said "the car feels faster" the stop watch said otherwise ;)

A change in perceived 'smoothness' or noise may very well occur as the burn rate of the fuel may be altered, but quite often a rattly mechanically injected diesel will be making more power, the quiet one often has the pump timing retarded.

Ambient temp, wind, weight carried and etc play more of a part in perceived performance IME.

As for the RL2, well, I can't really give any meaningful numbers other than the TD42T now has 410,000km on the original pump and injectors and the Tdi 300,000 and they are both running the same and consuming the same amount of fuel as ten years ago when I first started using it.
We've had the Patrol since new and the Deefer was three (no I don't turn cars over very often)

I replaced the glow plugs on the Patrol either last year or the year before and they screwed straight out, virtually no carbon buildup.

If you talk to a lot of mechanics glow plugs will often snap off when trying to service from carbon buildup in the chamber jamming them when trying to remove.

[101RRS]

I have been running about 200ml of 2 stroke oil for about a year. Like many people I have read all the posts on the topic on many threads here and on other forums. All are testimonials some saying that the engine runs quieter, better and a whole bunch of other but no real research - however not one post indicated and detriment to the engine.

I started using it and found absolutely no difference in the day to day operation of the engine - is not quieter, smoother or has less smoke. Logically the engine should be more prone to carboning up but anything being laid down will pail into insignificant compared to what the EGRs do to the engine (I have seen the gunk in the inlet manifold).

I have continued to use 2 stroke oil and it may provide a bit of extra lubrication to the injection pump and may or may not help the injection pump in the case of contaminated fuel.

It certainly has not hurt the engine so I will continue to use it.

Garry

[Tombie]

I tried it in my TD5 for a short while and felt the smoother running almost immediately but thought the engine had lost some punch at low revs, light thottle.

Exactly... Adding a product like 2T alters the burn... Resulting in lower bang! And this is what makes it quieter/smoother.

The oil left from the burn will add soot over time, it has too.. That's how 2 strokes soot up :)

If you threw it on a dyno it will also be down on power a little...

[TerryO]

TerryO what was the cause of your engine having to be replaced?

Let us know how you go with that 2T oil!


Poor workmanship by the secondhand car dealers preferred workshop which was done under used car warranty.

Bascially the top end of the engine was taken apart and put back together several times and each time they got the timing wrong which caused valve v piston situations to occur.

On the third pull down I said I don't want the car back with that engine in it. To his credit the workshop owner at his own expence bought a new long engine and fitted it.

cheers,
Terry

[TerryO]

Exactly... Adding a product like 2T alters the burn... Resulting in lower bang! And this is what makes it quieter/smoother.

The oil left from the burn will add soot over time, it has too.. That's how 2 strokes soot up :)

If you threw it on a dyno it will also be down on power a little...


I wonder when it comes to soot how running low ash 2-stroke oil at a ratio of 200:1 in a high comp fuel injected turbo diesel compares to running a carburetted naturally aspirated 2-stroke street bike at 25:1?

Actually I'm not sure how the two can really be compared.

cheers,
Terry

[Tombie]

It still adds something! :)

[scarry]

If you guys look on the DISCO3.CO.UK forum,there are heaps of posts on putting 2 stroke in with the diesel.

Some say it's great,others notice nothing.......

[TerryO]

It still adds something! :)


You got me there! ...;)

cheers,
Terry

[Disco4SE]

I asked my father in law about adding two stroke. He is a retired diesel engineer/mechanic.
They used to run two stroke in stationary motors to make them run quieter and last longer, so I can't see why it wouldn't have the same benefit for a modern day diesel.
My only query is that is it necessary to put in every tank, or just every now and then?

Also, the ratio of 200:1 or 5ml per 1Lt of diesel. Is this a good mix?

Cheers , Craig

[~Rich~]

I add 400ml per full tank, not every time but often.

[Barryp]

I have been adding it to my 2006 LR3 from new untill sold and also my 2011 RRS. No ill effects and I do it as a bit of extra lube for the HP fuel pump which appears to be a weak point in modern diesels. (a highly stressed component)
Cheap insurance in my view.
Regards
Barryp

[Rich84]

Added 300ml to this tankful and will do for the next couple of tanks and report back.

Engine does seem smoother, but this was always a pretty smooth engine.

Using Castrol Activ 2T

[Tombie]

I asked my father in law about adding two stroke. He is a retired diesel engineer/mechanic.
They used to run two stroke in stationary motors to make them run quieter and last longer, so I can't see why it wouldn't have the same benefit for a modern day diesel.
My only query is that is it necessary to put in every tank, or just every now and then?

Also, the ratio of 200:1 or 5ml per 1Lt of diesel. Is this a good mix?

Cheers , Craig

I completely understand what you are saying...

They use to do.... <insert whatever they use to do here>...

However... Some modern observations...

They use to service Diesels at 5,000km intervals
They use to crank start old vehicles
They use to have Carbys on Petrol engines
They use to have High Sulphur content in diesel fuel stocks
They use to have a lot less detergents and specialised additive packages in oils
They use to have Lead in Petrol for Lubrication
They use to have metal as the main vehicle construction material
They use to have Bias Ply tyres
They use to utilise Asbestos for Brake linings, clutch linings and Gaskets


My point:
What once was, isn't necessarily what now is...

If I was the CEO of a Big oil company, and by putting in 1% of 2T would make peoples engines quieter and smoother etc, I would consider that to be a marketable product.

"New - Tombies Diesel+ enhances your driving experience, smoother running, better economy, reduces lower back pain, gives better mileage on your tyres, reduces pattern balding and enhances engine life. Get it now from your local service station"

And then I'd price point it like they do with Ultimate 98 type fuels and make a killing...

[Scouse]

My wife was driving both times, hence the cruise on and flat out up a hill.....but she maintained no loss of power. She did hear the service manager mention corrosion and that is when landrover said new turbo. I believe this is an external corrosion problem, possible wastegate related IIRC.

[Rich84]

Tombie I think it's more an issue of the fuel companies having to reach emissions targets - this is the reason sulphur content has reduced drastically in modern diesel fuel - sulphur is useful when combined with a few other light metals in lubricating the components of the fuel system, especially the HPFP.

Apparently certain techniques for reducing sulphur also strip the lubricity from diesel fuel. It would seem reasonable that using a substitute lubricant like 2T would reduce the possibility of fuel pump failure due to poor lubrication.

At the end of the day the fuel companies are out to make $$$ and there would have to be a raft of certifications that their product would have to undergo in order to prove that using 2T in their fuel would be advantageous and not in any way damaging to the environment. I doubt they would bother unless pressed to by external factors (competition, etc).

[But 'n' Ben]

Sollidisc, Hi, back to Turbos for the moment. Do you know if you body had to be raised from is chassis, in order to change your Turbo?
My SDV6 has been in garage for a loss of power problem, with car going into 'Limp Home' mode, absolutely 'Gutless'.
Twenty days later, and after much investigation, they have been authorised to change Primary Turbo, and I have been advised that the body will have to be lifted.
I'm just trying to estimate how long the job will take, when commenced.
Don.

[Tombie]

Tombie I think it's more an issue of the fuel companies having to reach emissions targets - this is the reason sulphur content has reduced drastically in modern diesel fuel - sulphur is useful when combined with a few other light metals in lubricating the components of the fuel system, especially the HPFP.

Apparently certain techniques for reducing sulphur also strip the lubricity from diesel fuel. It would seem reasonable that using a substitute lubricant like 2T would reduce the possibility of fuel pump failure due to poor lubrication.

At the end of the day the fuel companies are out to make $$$ and there would have to be a raft of certifications that their product would have to undergo in order to prove that using 2T in their fuel would be advantageous and not in any way damaging to the environment. I doubt they would bother unless pressed to by external factors (competition, etc).

Hi mate!

The HPFP were designed for Low Sulphur diesel... In fact, modern diesel engines required low sulphur before they could run the modern systems.

Whilst some lubrication properties *may* be lost during the process, there is still more than enough to maintain the pumps etc... I haven't seen any metal to metal pick up on the ones I've seen stripped.
:)

[rick130]

I thought I posted up a reply on sulphur, aromatics and lubrication the other day but it aint here now ?

Oh well.

Long story short, lubricant is added at the terminal to meet the minimum Oz spec for diesel which is a wear scar standard. (and the same as Europe)
At a wild guess it was based on the old 500PPM sulphur fuel lubricity.

Sulphur per se isn't a lubricant, it's a contaminant, (although sulphur-phosphorous compounds can be brilliant EP lubricants under heat/pressure) but the process that removes the sulphur also removes some of the aromatic compounds that provide lubricity, so a lubricant is added at the terminal, before we get it.

[TerryO]

Hi Rick,

So what is your opinion on the adding Jaso FC rated 2-stroke oil at very low volumes to diesel?

Is it a good idea or not?

One thing that confuses me some what is all the advice not to add synthetic oil as they reckon it causes carbon build up. When synthetic oil was actually created to stop carbon/soot build up.

By the way there is no reason I can see why your earlier post has disappeared.

[Rich84]

Terry from what I can gather the reasoning against synthetic is more to do with the synthetic oil not staying in suspension with the fuel as well as mineral oil.

[SBD4]

This thread and subsequent posts by Yamaha-fan back in 2007 seems to be the source of the discussion on this over the past few years. She provides very technical arguments for the use of 2T oil in diesel. She explains about herself:


you may have noticed that I am very interested in oils and its derivates as long as this relates to cars.
I am not a chemist or engineer, only a lawyer who works mostly for the car and oil industry, and in this capacitiy I hear, read and negotiate many technical issues. I have specialized in international contracting and its applicable laws incl. warranty and guarantee issues.

It is well worth a read:

Freel2.com - View topic - 2-stroke oil and diesel (http://www.freel2.com/forum/topic878.html)

[isuzurover]

This thread and subsequent posts by Yamaha-fan back in 2007 seems to be the source of the discussion on this over the past few years. She provides very technical arguments for the use of 2T oil in diesel. She explains about herself:



It is well worth a read:

Freel2.com - View topic - 2-stroke oil and diesel (http://www.freel2.com/forum/topic878.html)

Already at the 2nd line she is completely wrong!


Sulphur has the property to grease the high pressure injection pump and the injectors.

Just goes to show lawyers shouldn't try their hand at engineering.

[loanrangie]

No injection pumps on common rail diesels like the TDV6 or TD5 for that matter so that is a pointless exercise.

[isuzurover]

No injection pumps on common rail diesels like the TDV6 or TD5 for that matter so that is a pointless exercise.

WTF??? Every diesel has an injector pump(s). From Rudolf's first prototype to the most high-tech diesel being produced today.

It is just the number, type, design and operating pressures that change.

[rick130]

Hi Rick,

So what is your opinion on the adding Jaso FC rated 2-stroke oil at very low volumes to diesel?

Is it a good idea or not?

One thing that confuses me some what is all the advice not to add synthetic oil as they reckon it causes carbon build up. When synthetic oil was actually created to stop carbon/soot build up.

By the way there is no reason I can see why your earlier post has disappeared.


cheers,
Terry

In my uneducated opinion I can't see adding two stroke hurting at all, I just object to the rabid 'fan boi' attitude to it prevalent across the 'net.
It's the placebo effect through and through, it sure as hell won't magically add two cylinder and 10psi of boost to your diesel, it's just a lubricant, nothing more.

As for syn oils creating more carbon over a mineral based oil. :rolleyes:

Why do they think syn based oils are need for two stroke engines with power valves ?

Case in point, the only two stroke oils that can meet the detergency of the JASO FD spec are synthetic based.

Stihl started marketing a full syn two stroke oil (Stihl Ultra) in the US as their hybrid 4-Mix engines were carboning up their valves badly with their premium mineral based two stroke lubricant.
AFAIK warranty is void if you use a mineral lubricant in those engines in the US, you must iuse Stihl Ultra.
Castrol Europe developed that oil for Stihl.

The previous post might have got lost in the ether between here and there.
Hell, I might've clicked cancel instead of submit ?


Terry from what I can gather the reasoning against synthetic is more to do with the synthetic oil not staying in suspension with the fuel as well as mineral oil.


There are many types of synthetic oils, but few are really suitable for two stroke use.

Esters are at least as miscible as a mineral oil in mineral oil (diesel) and the really good non-castor synthetic two stroke lubes are heavily ester based.

PAO's aren't as miscible with mineral oils, but I have no idea what two stroke lubes use PAO's (if any ?) and in what %'s.

In that application certain esters make a much better base anyway.

Redline use synthetic ester lubricants in their diesel additives.

[SBD4]

Already at the 2nd line she is completely wrong!



Just goes to show lawyers shouldn't try their hand at engineering.

Fair enough. Maybe she should have said something like "the process for removing the sulphur reduces the lubricity of diesel"?. Does it change the essence of what she is saying?

I am not suggesting that this is a definitive answer to the topic but more so that there is interesting info there that helps to shed more light on the topic. She seems to be an intelligent individual who has access to certain info that MAY be helpful to others. There's stances for and against as there are in this thread. At worst it can just simply be disregarded.

[isuzurover]

Fair enough. Maybe she should have said something like "the process for removing the sulphur reduces the lubricity of diesel"?. Does it change the essence of what she is saying?

I am not suggesting that this is a definitive answer to the topic but more so that there is interesting info there that helps to shed more light on the topic. She seems to be an intelligent individual who has access to certain info that MAY be helpful to others. There's stances for and against as there are in this thread. At worst it can just simply be disregarded.

It shows a fundamental lack of understanding. I have previously posted summaries of cutting edge diesel lubricity research, way beyond the info that she supposedly has access to.

Lots of research money has gone into improving diesel lubricity, and all diesel sold these days has lubricity improvers added. Biodiesel is usually the cheapest and most effective lubricity additive.

e.g.

Effect of Castor Oil, Methyl and Ethyl Esters as Lubricity Enhancer for Low Lubricity Diesel Fuel (LLDF)
Author(s): Prasad, L (Prasad, Lalit)[ 1 ] ; Das, LM (Das, L. M.)[ 1 ] ; Naik, SN (Naik, S. N.)[ 2 ]
Source: ENERGY & FUELS Volume: 26 Issue: 8 Pages: 5307-5315 DOI: 10.1021/ef300845v Published: AUG 2012
Times Cited: 0 (from Web of Science)
Cited References: 20 [ view related records ] Citation MapCitation Map
Abstract: The major objective of this study was to analyze the effectiveness of Indian wild castor oil and methyl/ethyl ester as an additive to enhance the lubricity of low lubricity diesel fuel. The methyl and ethyl ester of castor oil were formulated by transesterification reaction using homogeneous acid-base catalyst. The conformity of the ester was carried out by gas chromatograph (GC) and proton nuclear magnetic resonance (H-1 NMR) spectroscopy. The lubricity, wear scar diameter (wsd), and film thickness (%) of the oil and its esters were tested alone and as an additive in low lubricity diesel fuel and compared. The lubricity of the test samples were analyzed by high-frequency reciprocating rig (HERR). The test results shows that even less than 1% of castor oil, methyl and ethyl ester are enough to regain the lubricity of the low lubricity diesel fuel. In the study, it was observed that the ethyl ester has comparatively better lubrication than their methyl counterpart and fresh oil. An additive dose of even 0.2% is enough to bring the wsd down to below the maximum allowable limit of 450 pm. The wsd of low lubricity diesel fuel (LLDF) was 654 pm. The wsd of LLDF was appreciably reduced with the addition of 1% of castor oil (CO), castor oil methyl ester (CM), and castor oil ethyl ester (CE). The percentage reduction in the wsd was observed to be 70.03%, 70.48%, and 75.69%, respectively, with the addition of 1% of additive.


Lubricity of components of biodiesel and petrodiesel. The origin of biodiesel lubricity
Author(s): Knothe, G (Knothe, G); Steidley, KR (Steidley, KR)
Source: ENERGY & FUELS Volume: 19 Issue: 3 Pages: 1192-1200 DOI: 10.1021/ef049684c Published: MAY-JUN 2005
Times Cited: 95 (from Web of Science)
Cited References: 59 [ view related records ] Citation MapCitation Map
Abstract: An alternative diesel fuel that is steadily gaining attention and significance is biodiesel, which is defined as the monoalkyl esters of vegetable oils and animal fats. Previous literature states that low blend levels of biodiesel can restore lubricity to (ultra-)low-sulfur petroleum-derived diesel (petrodiesel) fuels, which have poor lubricity. This feature has been discussed as a major technical advantage of biodiesel. In this work, the lubricity of numerous fatty compounds was studied and compared to that of hydrocarbon compounds found in petrodiesel. The effects of blending compounds found in biodiesel on petrodiesel lubricity were also studied. Lubricity was determined using the high-frequency reciprocating rig (HFRR) test. Dibenzothiophene, which is contained in nondesulfurized petrodiesel, does not enhance petrodiesel lubricity. Fatty compounds possess better lubricity than hydrocarbons, because of their polarity-imparting 0 atoms. Neat free fatty acids, monoacylglycerols, and glycerol possess better lubricity than neat esters, because of their free OH groups. Lubricity improves somewhat with the chain length and the presence of double bonds. An order of oxygenated moieties enhancing lubricity (COOH > CHO > OH > COOCH3 > C=O > C-O-C) was obtained from studying various oxygenated C-10 compounds. Results on neat C-3 compounds with OH, NH2, and SH groups show that oxygen enhances lubricity more than nitrogen and sulfur. Adding commercial biodiesel improves lubricity of low-sulfur petrodiesel more than neat fatty esters, indicating that other biodiesel components cause lubricity enhancement at low biodiesel blend levels. Adding glycerol to a neat ester and then adding this mixture at low blend levels to low-lubricity petrodiesel did not improve petrodiesel lubricity. However, adding polar compounds such as free fatty acids or monoacylglycerols improves the lubricity of low-level blends of esters in low-lubricity petrodiesel. Thus, some species (free fatty acids, monoacylglycerols) considered contaminants resulting from biodiesel production are responsible for the lubricity of low-level blends of biodiesel in (ultra-)low-sulfur petrodiesel. Commercial biodiesel is required at a level of 1%-2% in low-lubricity petrodiesel, which exceeds the typical additive level, to attain the lubricity-imparting additive level of biodiesel contaminants in petrodiesel.
Accession Number: WOS:000229320700065



Fuel lubricity
Author(s): Margaroni, D (Margaroni, D)
Source: INDUSTRIAL LUBRICATION AND TRIBOLOGY Volume: 50 Issue: 3 Pages: 108-+ DOI: 10.1108/00368799810218026 Published: MAY-JUN 1998
Times Cited: 11 (from Web of Science)
Cited References: 14 [ view related records ] Citation MapCitation Map
Abstract: Problems associated with inadequate fuel lubricity were identified in the aeronautical industry in the 1960s, following a succession of in-flight engine failures. The influence of fuel composition upon fuel lubricity was established, as was the effect of various lubricity additives. Problems associated with inadequate fuel lubricity were also subsequently identified in light-duty diesel engines when low-sulphur fuel was introduced. Again, the use of additives or modifications to the refining process overcame the problem at the time, but the continuing trend towards higher injection pressures may require further improvements in current fuel lubricity. The manufacture and use of biodiesel is described, together with the attendant benefits, including use as a lubricity additive in conventional diesel fuel, also disadvantages. The imminent introduction of direct-injection gasoline passenger car engines has now focused attention on the lubricity of gasoline, which is again likely to become a key issue. Two standardised test procedures for the measurement of fuel lubricities are described.

[Tombie]

Yamaha Fan demonstrates no understanding of what she's writing about!

Quotes completely incorrect statements about diesel, cetane etc.

Even the simplest things are wrong!

She's 370 posts in and the Freeby forumites are hanging on her word like she's the freakin Lara Croft of chemistry!

She's a lawyer, claiming to be the best and subject to all this "special information"...

Well sorry. I disagree...

[Tombie]

Btw - no lawyer would be silly enough to post "yeah it will do throw it in"
Type statements - especially online!!!

She's opened herself up to a tonne of responsibility if anyone does it and blows the engine!

[SBD4]

lol, glad I hitched my wagon to that train:wallbash::Thump:

Thanks for setting me straight fellas.:D

[Tombie]

lol, glad I hitched my wagon to that train:wallbash::Thump:

Thanks for setting me straight fellas.:D

Don't feel bad... I read about 60 pages of info, plus all her other posts to see what was going on!!!!!

If you want to do the 2T thing at your own risk - so be it..

Basically what 2T does:
Achieves a NVH change by a "softening" of the explosion in each cylinder through the oil not igniting as readily... Less bang, less noise!

To claim it extends the life of a pump by adding more lubrication - how much more does it need exactly? Was the pump not adequately lubricated in the first instance? Considering they are getting 300-500,000km old engines now I'd be seriously questioning those claims!

Best fit a Hiclone, Fuel catalyst, polarizer, and Electronic rust system at the same time.

:)

[SBD4]

.....

Best fit a Hiclone, Fuel catalyst, polarizer, and Electronic rust system at the same time.

:)

I've got all of those:D:D:D

[Graeme]

Achieves a NVH change by a "softening" of the explosion in each cylinder through the oil not igniting as readily... Less bang, less noise!
Anyone would think you're referring to one of the two EGR functions in diesels - to retard ignition to reduce combustion rattle and vibration at and near idle.

[Tombie]

Anyone would think you're referring to one of the two EGR functions in diesels - to retard ignition to reduce combustion rattle and vibration at and near idle.

Similar result..... And yes does sound similar doesn't it

[Sollidisc]

Sollidisc, Hi, back to Turbos for the moment. Do you know if you body had to be raised from is chassis, in order to change your Turbo?
My SDV6 has been in garage for a loss of power problem, with car going into 'Limp Home' mode, absolutely 'Gutless'.
Twenty days later, and after much investigation, they have been authorised to change Primary Turbo, and I have been advised that the body will have to be lifted.
I'm just trying to estimate how long the job will take, when commenced.
Don.

Hi But 'n Ben, sorry only just come across your post. Yes the body came off, the dealer diagnosed it the same day, the turbo arrived in four days. The actual repair was done within one working day. The service manager said the body off sounded worse than what is actually was - mind you there were a few scrapes around the body and greasy marks under the bonnet, not to mention screw heads nicely chewed. But the vehicle seems to perform better, fingers crossed!