Thread: What happened to your Discovery 2 today?

Testing out the cooling system on the weekend and got a lot more than expected. Driving up the hills of Marysville where I nearly went back to low range towing a dingo camper in the D1 300Tdi, got the temps up to 100C with nearly WOT but had been trying to adjust the Thermo temperature on the run and this did not go very well. Blew the hose off the turbo outlet with EGT's climbing pushing high 600's fast, a couple of hundred metres before finding a place to park and fix it up the winding hill. This was after pushing around 22psi for quite a while up the hill and coolant temps hitting mid 90's

After the driving up to Big River and then the 4WDriving it seems that the thermostat on 92C with the VF has the temps in pretty good control, with only mid 90's on some of the more demanding sections. Must add they were no way near as arduous as the previous trips as far as climbs go with maybe half a k of steepness of concern. So the range of temps on the tracks went from high 60'sC to mid 90'sC up the climbs. My thoughts are that to use two different settings depending on the usage, open road mid ninety's and maybe 88C for the tracks to get the EWP at full tilt sooner.

As have put the VF in, had an unexpected issue, the Fan cut the hose to the fuel cooler line with the DC coolant alarm coming on early with fluid still in the reservoir, This of course had to happen over a whoops se daisy about 200 metres up the first track. Luckily BIL had a suitable length of hose to replace and reroute, this was our mistake as this line was not important with the EF. The fluid though appeared to be leaking from the upper hose with a spray on the underside of the bonnet above the inlet pipes, so from the bottom left corner to the right top of the radiator carried by the fan. Of course it was almost impossible to find with the shroud but the nick was about 3mm and more than enough to drip reasonably freely, out of sight.

Another couple of hundred metres and the three Mexican friends reappeared, but this time had one missing??? Nanocom told me it was the RR no electrical contact so had assumed I had pulled out the sensor from the hub again, when we got back to camp, it was the connector which had disconnected, nothing to see there!

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Kept going and the whoosh got bigger in the cabin so another stop! turns out the intlet to the turbo had split so had to stop, cut out a piece and reattach a shortened and tensioned inlet pipe. Had a issue later in that the tension broke the outer lug on the engine box ho hum.

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Stopping for lunch and noticed a more aerodynamic look to the bull bar, do not remember this at all happening but it was fair to say damaged it was.

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So onwards it was with no more issues after this and what made me laugh was that my Galaxy Watch was buzzing that I had started a bike ride which I expended a fair bit of energy doing! Got to our destination at Mt Terrible and boy is the view worth it.

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We then took Donalds Track down and what an inspired choice, it a seasonal road but the views were spectacular and could not recommend it more. Down hill wasn't overly difficult but can see why it would be closed as the surface would not lend it self to being overly wet. The group if we had the time would have driven back up and that would have stupendous.

Then about an hour with the dust rising high and straight with the sun blinding the way, at time impossible to see anything with substantial drops at the side of the road, heart rate up high.


Then Sunday went for a drive to Marysville for supplies and the EGT's were hitting new highs with it approaching 700 up the steep climbs and then the whoosh was back so stopped to find the intercooler inlet was barely on and on taking out the K&N air filter found what looked like mud on the underside and the Turbo must have working hard to get the air through the system even though the boost levels were indicating good numbers.

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From here, throw away only and a couple on each trip if necessary.

As you said - For the love of the engine - throw the K&N out.

Originally Posted by shack

Thanks RRT , I think that fault code comes up when the engine ECU and trans ECU lose contact with each other, like when you cycle the ignition too quick, or do a Remap.

When overtaking on the way to the VHC, put the blundstone down hard and Mario and Stan came on, still plenty of acceleration in the Third of course but when I stopped and Nanocom showed the same code...

Originally Posted by Tombie

As you said - For the love of the engine - throw the K&N out.

Had a long affair with them in the Audi's over the years but this was eye opening as to 4WD track use. The Muddiness of the goop was unable to be removed in any substantial amount, at least with the disposable a good shake of the filter and removal of a good portion will happen. Would doubt the D2a with standard turbo pressure would have pulled much through the system but you cant just remove it when out there due to the amount of dust you would be ingesting.

Question, so the only thing I have not really touched on my car since buying is the cooling system.

It seems to be working well, but on a coolish day like today 24 it only seems to run between 81 and 83 deg and the fuel temp is like 67. (nanocom) Even after a long drive.

Is that too cold ? I recall reading the fuel temp needs to be higher to combust properly?

I'm currently driving the D2 around to be sure no leaks after a fix up ... my coolant is running at about 85ish now(down from around 88-90) .. and I checked fuel temp today on a coolish Melb rainy day and it's in the lower 60's.

So I'd say you're about right.

Originally Posted by AK83

I'm currently driving the D2 around to be sure no leaks after a fix up ... my coolant is running at about 85ish now(down from around 88-90) .. and I checked fuel temp today on a coolish Melb rainy day and it's in the lower 60's.

So I'd say you're about right.

sweet thanks

Originally Posted by Four Loko

Question, so the only thing I have not really touched on my car since buying is the cooling system.

It seems to be working well, but on a coolish day like today 24 it only seems to run between 81 and 83 deg and the fuel temp is like 67. (nanocom) Even after a long drive.

Is that too cold ? I recall reading the fuel temp needs to be higher to combust properly?

I like to see around 88-92° on the coolant.

I'll check later at what point the engine is considered at operating temp.