Thread: D2 4.6 conversion owners. 4.6 ECU swap & EOI.

Going back to the bosch listings, the 03/04 D2 4.6 NAS spec has a different housing/meter assy number to the ROW 4.0 but the meter insert itself is the same. The P38 4.0 & 4.6 both have the same assy number & insert number which matches the D2 ROW 4.0 (all years). The earlier NAS spec (4.0) also has the same listing as the P38.

I'd be willing to bet my 4.6 dollars on just replacing the ECU,,(and maybe a new MAF)

we probably need to confirm that a D2 will run on a second hand ECU.

anybody swapped out an ECU?

Had a good talk to Mark last night (dont want to see the mobile bill). I'll be swapping out my original ECU for a 2nd hand one (anyone got a spare or know a source cheap?) Sending mine over for a reprogram and to trial in mine.

There's still a few things that prevent Mark from doing things on an exchange basis but I'll let him speak about those as they arise. Once I get it running, hopefully in about a month or two, depending on ECU availability, post and smash repairers, I'll have a working test drivable vehicle in Sydney.

Swapping the ECU for a spare is possible, just need a Nanocom etc to make the replacement learn the security from the BCU. But Mark needs the original for the reprogramming. It's possible for him to do it from one there and ship but it would take more effort on this end and there's a lot more potential for other issues that would cause bigger issues down the line than it's worth. So easiest option, find a spare ECU, install, learn and ship the known one for reprogramming.

Will keep this thread up to date as it comes along.

I also trialed a 4.6 non SAI ecu but it's an absolute failure, missing secondary O2 sensor inputs plus a lot of other stuff that's in the NAS spec vehicles. Tried a motec piggyback but cost is prohibitive as are other options by comparison. Marks units, apart from the initial setup are great value, can be duplicated into a back up ECU for tune changes after initial setup so changes could be managed with a straight swap and it's from someone who knows what the engines can & can't do, where the holes in the tune are and doesn't try to make it just make power.

Appreciate this thread might run close indirectly pedaling Mark's business but are there certain packages you've been offered? Power, Power/Economy, Economy or just fix that mid-range flat spot ( ) for example?

Unfortunately their website (Tornado Systems) isn't informative.

Thanks,
Peter

Mark's aimed more at just making it as all round good as it can be. As he says there's a flat spot in the tune and added to that the original tune is very lean, add extra capacity into it and it's even worse. Saying that there may be scope to move one way or the other, also depending on cams it may be possible. My primary aim is to get one working in mine and gather some more info for Mark.

Any change in the overall fuel delivery will make a few things better, even economy as if you don't need to floor it to make it move even if it's delivering more fuel it still must use less than taking off at full throttle all the time. FWIW put an auto into sport mode, find a nice flat straight road and accelerate. 5000rpm in each gear, 90 by the time it finds 3rd, keep going from there, trouble is the fuel gauge goes down at the same rate the tacho goes up.

Very interesting thread! Any update?

you out there Clubba?

Originally Posted by clubagreenie

Going back to the bosch listings, the 03/04 D2 4.6 NAS spec has a different housing/meter assy number to the ROW 4.0 but the meter insert itself is the same. The P38 4.0 & 4.6 both have the same assy number & insert number which matches the D2 ROW 4.0 (all years). The earlier NAS spec (4.0) also has the same listing as the P38.

So maybe it is just the NAS p38 that has the bigger MAF housing? I wonder if Land Rover is just trying to confuse us.

So... NAS bosch p38 and NAS 03-04 D2 share a MAF?
And ROW p38a, NAS 99-02, and ROW D2 98-04 share a MAF?