The wire forks off to the dash and also to the SLABS computer. If you can find the article it will tell you how to cut the SLABS wire specifically, so ETC remains on startup with locked CDL and the CDL light on the dash still works.
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The wire forks off to the dash and also to the SLABS computer. If you can find the article it will tell you how to cut the SLABS wire specifically, so ETC remains on startup with locked CDL and the CDL light on the dash still works.
I have a 2001 D2 with CDL and the update D2a SLABS ECU. The traction control does not kick in half as much as before. According to Offtrack it has revised programming to work with a locked CDL. It's much nicer to drive in my opinion.
I'm sure Paul will be along shortly to further explain ��
Both explanations read logically unfortunately.
Without, or with restricted options to engage CDL you would think the TC would want to be more aggressive. Then there's the issue of the wire cut/disengagement @ ign off.
With the lever and ease of engagement, there could be an argument for both less TC intervention (due to better drive from the cdl) but conversely with more TC intervention it acts like a virtual LSD at the front and rear, getting constant drive from the centre diff and limiting slip at the wheels via TC.
Haven't had mine off road since the swap and won't be for at least another 6-10 weeks I'm guessing. At least until the insurance finalise a pay out and I order, receive & fit a new automatic and winch.
DM & Joel, I picked up my new SLABS unit for about $120- (locally) & I'll be speaking to the UK tonight to 3 or 4 people. They're a dime a dozen there so I'll have a few sent with other stuff as well as asking a contact for both D2 ECU work and another at McLaren about seeing how the TC aggressiveness in both compare and if the non-need for wire cut is a feature that could be reprogrammed into the preferred SLABS unit.
The Defender Extreme TD5 had both CDL and ETC when the Disco 2 only had the latter - it worked by having a less aggressive program. I fitted a new output housing including CDL and did the wiring mod so no warning lights if I shut off/stall (manual) without unlocking CDL. Mine drives extremely well with CDL engaged both at 100kph on dirt and in slow offroad conditions and in soft sand. I have mates with facelift models and cannot tell any difference offroad, but I like the idea that the ETC will be as aggressive as possible to give max grip - it just makes sense to me.
Cheers
The SLABS ECU has three One Time Programable micro-controllers so it's not possible to reflash them. You would need to replace the existing chips with new reprogrammed chips. The chips also have an electronic "fuse" which prevents the flash memory being read once the device is programmed. I don't know if that fuse is set on the SLABS ECU's but I suspect WABCO will be protecting their IP. The main Intel chip is getting difficult to find, but more of an obstacle is that you need reasonably high end programming hardware to get support for reading//programming these chips - at minimum $7-800. You could possibly track down a tech who could do the work for you but I'd expect you'd be paying more than what you can buy them from the US for.Quote:
Originally Posted by clubagreenie
Monte Rover has three listed on eBay at $60US each but you'd need to persuade them to ship to Aus. I tried and didn't even get a response.
cheers
Paul
Not just according to me, this is what RAVE says:Quote:
Originally Posted by iPom
I agree - it's much nicer to drive.Quote:
Vehicles up to 03 model year – If the centre differential lock is in the locked condition, the SLABS ECU illuminates the ABS and ETC warning lamps and inhibits the ETC function (the ABS, EBD and HDC functions are retained, but at degraded performance levels).
Vehicles from 03 model year (with differential lock fitted) If the centre differential lock is in the locked condition, the differential lock warning lamp in the instrument pack is illuminated. The ABS, EBD, ETC and HDC functions are retained, but with revised parameters to suit the locked differential.
My theory is that main reason for what is being described as lower aggression of the D2a ETC is largely down to the fact that the ETC programming is not try to manage torque distribution between front and rear axles.
The programming for the pre-facelift d2's is trying to maintain both cross-axle and front-rear torque distribution to replace the CDL. If you loose traction on one wheel with an open centre diff the ETC has to act aggressively to send power across the axle and to also maintain drive to the opposite axle.
With the post facelift ETC the programming doesn't try to balance torque between front and rear axles when the CDL is locked. The locked CDL ensures a 50:50 torque distribution at all times so there isn't really anything to be gained by aggressively braking a single slipping wheel when both wheels on the other axle have traction.
To really answer the question of the extent of the differences between the two you would need to do side by side testing in controlled conditions (on a test ramp or vehicle test facility with ETC test hill) preferably with the same vehicle and changing only the ECU. Jumping in someone else's truck and taking it for a drive isn't really going to tell you much...
cheers
Paul