Thread: The D2a Diesel with never changing fuel economy

Ambient Pressure Low is common, and will appear even when the circuit if fine...

Its to do with the AAP sensor in the Airbox, not the Modulator for the Wastegate.

Dont bother writing a VIN...

Originally Posted by gazk

It may be in one of the many earlier postings, but have you checked that the ECU has been set for the correct accelerator potentioner type (ie should be 3 track for a EU 3 engine) Nanocom should show "Accel Way 3WAY" (nanocom 1) you will see this when you check the injector codes.

Just went out and check with the Nanocom Evolution - DISCOVERY II / TD5 / TD5 ENGINE / SETTINGS / INJECTORS - THROTTLE:



So it looks like it is correctly set to 3 track accelerator potentioner type.



Whilst I was in there exploring other features of the Nanocom Evolution, I tried some of the following:

DISCOVERY II / TD5 / TD5 ENGINE / SETTINGS / INJECTORS - THROTTLE:

Here are screen shots of the information contained in this:






DISCOVERY II / TD5 / TD5 ENGINE / SETTINGS / INFO:

Here are screen shots of the information contained in this:








DISCOVERY II / TD5 / TD5 ENGINE / SETTINGS / OUTPUTS:

• TEST AC CLUTCH - working.
• TEST AC FAN - working.
• TEST MIL LAMP - working.
• TEST FUEL PUMP - working.
• TEST GLOW PLUGS - working.
• PULSE REV COUNTER - working.
• TURBO WATEGATE MOD. - ECU Communications Error - this is likely due to that it is disconnected and removed due to the VNT upgrade.
• TEMPERATURE GAUGE - working.
• EGR INLET MODULATOR - ECU Communications Error - this is likely due to that I have removed the EGR system.
• INJECTOR 1 - error - see below screen shots.
• INJECTOR 2 - working.
• INJECTOR 3 - working.
• INJECTOR 4 - working.
• INJECTOR 5 - error - see below screen shots.

The above screen shots are of the errors I received when testing Injectors 1 and 5. I tested them while the engine was running. The other three all tested as working.

Isn't the factory spec on the stall test around 2800 rpm?

Have you tested the fuel guage? I had an issue in a previous car where the fuel guage said it was empty but it still had a good 200 k's still in the tank...

Originally Posted by SiddersC

Isn't the factory spec on the stall test around 2800 rpm?

Correct
From the Workshop Manual Stall Test Figures:

Diesel: 2600 to 2800 rev/min
A reading below 1300 rev/min indicates a
torque converter fault, ie stator free-wheel.
A reading between 1300 and 2600 rev/min (Diesel)
indicates reduced engine power.
A reading above 2800 rev/min (Diesel) indicates clutch slip.

NOTE: The figures quoted above were
measured at sea level with an ambient
temperature of 20°C (68°F). At higher altitudes
or higher ambient temperatures, these figures
will be reduced.

Not sure if an upgraded ECU will give a higher reading but I expect not ??

Originally Posted by SiddersC

Isn't the factory spec on the stall test around 2800 rpm?

2,600 - 2,800 RPM, but a factory vehicle does not have a VNT, larger intercooler, increased boost pressure or a more aggressive ECU tune. So really, the stall test has only shown that my vehicle is making more power than the factory setup (as stall speed increases with increase in engine power) - I already knew this...

Originally Posted by gazk

Not sure if an upgraded ECU will give a higher reading but I expect not ??

Any modifications that increase the power output of the engine will cause the stall speed to rise. This is why Ashcrofts make the heavy duty torque converter for modified TD5's (I'm yet to install it though).

Originally Posted by Infiltrator

Have you tested the fuel guage? I had an issue in a previous car where the fuel guage said it was empty but it still had a good 200 k's still in the tank...

I have not. But even if the fuel gauge is faulty, the litres per hundred km reading as caulculated from the litres filled up at the petrol bowser and the odometer distance, are still not acceptable. It would also mean that I have a fuel tank larger than approximately 80L (generally the vehicle takes around 75L from fuel empty light coming on).

Originally Posted by twr7cx

2,600 - 2,800 RPM, but a factory vehicle does not have a VNT, larger intercooler, increased boost pressure or a more aggressive ECU tune. So really, the stall test has only shown that my vehicle is making more power than the factory setup (as stall speed increases with increase in engine power) - I already knew this...

Any modifications that increase the power output of the engine will cause the stall speed to rise. This is why Ashcrofts make the heavy duty torque converter for modified TD5's (I'm yet to install it though).
.

I'm not too sure exactly what the stall speed test is achieving - is it looking at what RPM the torque converter stalls? If so then the load between the TC and clutches might be the determining factor - hence the higher speeds with a standard TC if the clutches slip ?
I'd be interested to know as it is something I've wondered about - two chipped TD5s I've tested recently have both given results close to 2800 RPM.
JC or Blknight ??

Hi all,

I´m looking at the fueling inputs...

Can someone with a nanocom please send me some fuelling readings of a disco2 with auto gearbox? It can either be a remaped one or an original!

Im very interested to see the Engine speed @ some diferent situations and when the gearbox changes gear...

Overhere they are almost all manual so I canot make those acurate readings myself!!

Thanks in advance!

Regards