What happened to your Discovery 2 today?

Printable View

Show 40 post(s) from this thread on one page

8th September 2021, 07:14 PM
mylesaway

Quote:

Originally Posted by AK83

Thanks Myles.
Always good to hear positive experiences.

I got this v8 parts body out back and so won't cost anything. Just the motivation to get out there and then get under the dash to swap ECUs .. pain in the ... back! [biggrin]

My Td5, has a tune(came with car), and it has gobs of torque compared to the tdi, but it holds gears far too long for the torque that the tune produces .. and I'm really only comparing to the tdi.
Of course tdi uses kickdown cable and I have it set to change early in auto mode, but I usually choose my own gears as needed.

Hey Arthur,

You'll find the TCM under the passengers seat. Not a big job, just fiddly.
Just remove the the 'L' shape plastic trim at the base off the seat. Looking from the front there is a raised triangle shaped metal bracket that it lives under the seat. You'll need a 10mm socket and short extension and ratchet (all 1/4" drive).
Don't know why someone hasn't invented a Right Hand bevel gear drive for cases like this?!
The TCM is held on to the plate with four white screw and base clips (like the ones on the top off the front grill only smaller)
On the plug that goes into the the socket of the TCM there is a chrome lever that you will need to pull away from the TCM to release it. This lever uses a cam type
operation to lock the plug into the socket. You then open the plug away from the cam in a 'V' shape to release the plug from the hook type clasp at the other end from
the cam end.Hope this makes sense!
Note: If you have a Amp for the car stereo, this lives on top of the triangle shaped plate I think and may complicate things. Mine didn't.
When reinstalling make sure the plug goes into the hook on the TCM properly- the TCM has about fivety dozen pins in the socket. Don't want bend any..

Also, I took the Disco for a drive with the V8 TCM and had forgotten what a difference it makes. Works well with HD TC and the new box.
It will hold top gear down to 40kph(going thru a school zone). I could also accelerate up to 60kph and back off and get it to lock into 4th.
This would work great in the city with wide back streets and dual carriageways etc. On standard tyres only doing 1400rpm at 60k's.

Anyway, I'm off down the Patents Office with my newly designed 1/4" bevel gear RH drive unit......
8th September 2021, 08:11 PM
AK83

Quote:

Originally Posted by Kaaaiju

I am getting 2 D34M and having them in the front where the standard battery and ecu is, the 24v max amp draw is 450amp so 70mm2 is over kill but want the maximum performance out of the winch

[thumbsupbig]

great way to do dual batteries.
I made up a new bracket out of flat steel for the bro's(now my) D2 .. and about a few months later, a member designed one out of sheet. I originally started making up a template out of sheet, but then it started getting a bit too complicated(in terms of bends and stuff) .. so then went with flat bar.
Amazingly it's still in one piece!( ie. self deprecating reference to my 'less than ideal welding skill')

Quote:

Originally Posted by mylesaway

Hey Arthur,

You'll find the TCM under the passengers seat. Not a big job, just fiddly........

Thanks for the tips.
They're claiming rain for this coming weekend, but if it's intermittent, I'll try to get the spare out first.
Then try to clear some floor space in the shed to get D2 in and hunt around for some clunking parts that seem to have manifested since I last drove it(before I took delivery).
Considering the way it's driving, I feel it's probably watts link bush related(but just guessing).
8th September 2021, 09:02 PM
johnp38

1 Attachment(s)

Quote:

Originally Posted by Slunnie

It'd be interesting to know what makes the compatibility? Eg Would Non-flash ECU's need corresponding Auto trans ECU?

Attachment 173447

I have a 99 Disco 2 with MSB , the above is what I bought as it was cheap enough (47 inc freight) to take a hit if it doesn't cut it.

As far as I have been able to read up (very little) I think it should communicate on the CAN Bus ok, but whether I need an earlier year version for compatibility I will find out once I get it installed.
8th September 2021, 09:21 PM
johnp38

Quote:

Originally Posted by mylesaway

Yes, do it! Works very well.

I trialled a few before I got it right though.

For the record mine is a mid '99 build D2.Tried a D2a(?) High Compression unit (part no: IGG 000 040 ) = didn't like the gear changes and seamed a bit erratic.

I think you just spoilt my excitement [bigsad]

The 040 unit is one I have coming.
8th September 2021, 10:03 PM
shack

Quote:

Originally Posted by johnp38

I think you just spoilt my excitement [bigsad]

The 040 unit is one I have coming.

There are several versions of the TCU that will work, but all have nuances that will either make or break the deal.

The V8 ones were designed for 4 and 4.6 litre engines, and could be programmed by LR when replaced on the vehicle.

I'm running some fairly big tunes, and even now the V8 4.0 TCU will sometimes take too long to unlock at low RPM, bit that is possibly because of very aggressive mapping on a few things.

The D2A td5 TCU is probably the safest bet, it's a little better programmed as far as lock up is concerned, and nowhere near as aggressive as the 4.0.

The worst of the lot IMO is the early ones supplied with the EU2 msb ECU powered cars.

But that's only my limited experience.

Cheers
James
8th September 2021, 10:43 PM
Slunnie

Quote:

Originally Posted by shack

There are several versions of the TCU that will work, but all have nuances that will either make or break the deal.

The V8 ones were designed for 4 and 4.6 litre engines, and could be programmed by LR when replaced on the vehicle.

I'm running some fairly big tunes, and even now the V8 4.0 TCU will sometimes take too long to unlock at low RPM, bit that is possibly because of very aggressive mapping on a few things.

The D2A td5 TCU is probably the safest bet, it's a little better programmed as far as lock up is concerned, and nowhere near as aggressive as the 4.0.

The worst of the lot IMO is the early ones supplied with the EU2 msb ECU powered cars.

But that's only my limited experience.

Cheers
James

Shack what differences would you see if changing an early Td5 to a late Td5 TCU?
9th September 2021, 04:05 AM
RRT

Torque curves V8 versus TD5

Really makes you wonder WHY, WHY are there two different TC in the auto when you compare the relative torque curves of the V8 compared to the TD5,

https://www.automobile-catalog.com/c...automatic.html

https://www.automobile-catalog.com/c...ow_compr_.html

To my eye the torque delivery is similar enough and the maximum is not a world away to require the despec for the TD5...

Would the V8 TC in a standard TD5 with the updated TCU work as to shifting and lockup and not suffer the problem that Ashcroft warn against

From the Ashcroft Site
Please note this is only recommended on a tuned TD5 engine. If you put this on a stock TD5 engine it will be detrimental as the engine will not have enough power to get upto enough revs for the turbo to start working due to the lower stall speed, this results in the engine 'bogging down' at say 2000 rpm and very poor acceleration
9th September 2021, 10:37 AM
mylesaway

Quote:

Originally Posted by johnp38

I think you just spoilt my excitement [bigsad]

The 040 unit is one I have coming.

Don't give up!

Remember all the TCM's I used were second-hand.

It is is quite possible that 040 unit I tested had a fault and therefore was glitchy.

Keep at it...I love the way mine drives now!
9th September 2021, 10:39 AM
PhilipA

I found with my 2002 that while towing up steep hills if you let it slog down to 60Kmh in third locked the EGTs would skyrocket.

So perhaps the higher points on a TD5 TCU are to ensure that EGTs do not get too high.
Regards PhilipA
PS while towing my daughter's Campomatic at about 1300-1400Kgs up the pull out from the Hawkesbury North, if I let it remain locked in 4 down to 70 again the EGTs went right up, and I had to change down to 3 locked with a lighter throttle.
I have a stage 1 or 2 BAS plus free exhaust, Serck intercooler etc.
9th September 2021, 10:44 AM
mylesaway

Quote:

Originally Posted by RRT

Really makes you wonder WHY, WHY are there two different TC in the auto when you compare the relative torque curves of the V8 compared to the TD5,

https://www.automobile-catalog.com/c...automatic.html

https://www.automobile-catalog.com/c...ow_compr_.html

To my eye the torque delivery is similar enough and the maximum is not a world away to require the despec for the TD5...

Would the V8 TC in a standard TD5 with the updated TCU work as to shifting and lockup and not suffer the problem that Ashcroft warn against

From the Ashcroft Site
Please note this is only recommended on a tuned TD5 engine. If you put this on a stock TD5 engine it will be detrimental as the engine will not have enough power to get upto enough revs for the turbo to start working due to the lower stall speed, this results in the engine 'bogging down' at say 2000 rpm and very poor acceleration

I agree with Ashcrofts.

I still have a standard ECU and a TRS tuned ECU (which I consider to be halfway between Std and what I have now).

If I have time later today I'll try them and report back....Not sure how much a Hybrid Turbo will slew the results tho...

more soon..

Show 40 post(s) from this thread on one page