Thread: What happened to your Discovery 2 today?

Complete loss of drive ......airflow meter , I think not , did they check trans oil and level ?

Originally Posted by johnjohnson

What your brother described is what happened with mine. Felt like acceleration was cutting in and out for a while if i was in higher revs. When pulling away from a stop the accelerator just cut out completely, but engine was running. Turned off and on again and went fine and was able to get to mechanic. Did another 300kms but noticed the cutting out of accelerator on and off when overtaking a truck when i had foot to floor.... overboosting maybe?

We had a multi faceted attack.
I had the car for a while and from help on here, traced one issue to the WGM solenoid. I did the bypass, waited for a WGM to arrive, and that fixed that surging.
Same feeling as you said. press accelerator, it'd go, then not go, then go.. etc. surging.
Turing off and on again tho doesn't point to the WGM, it's gone or not(is my understanding).
Running with the bypass hose tho isn't ideal and you get overboost and then the ECU cuts fuel or something.
So while it doesn't surge you have to keep your right foot calm and not over do.

Maybe you've got a stuck/seized wastegate and it's overboosting and ECU is coming to the rescue!
Nanocom is your friend here! Even tho you have no check engine lights on, there is almost certainly an error code stored as to the cause of your issue.

With the WGM bypass and issue, the Nanocom always threw out this driver input demand error. WGM solenoid fixed that for his TD5 tho.

Car went good for a couple of days, and I drove it to his place to get it back to him.
On the way back on the freeway it felt like it lost power only a few minutes from his place.
Got to his place, he had a spare MAF, fitted and car felt ok, but not ideal. Not like for the couple of days I had it after I fitted the WGM.
Turns out later we fund that his ECU has been mapped by TRS in Adelaide.

Following weekend we had plans to go away, and at the 12th hour he found a leaking FPR, beauty we thought probably explains the slightly sluggish power the day I took it back to his place.
The the ordeal started. We spent all day that FPR day not being able to get the TD5 running after we fitted a new FPR.
Totally dissed the weekend away plan! Next day TD5 still not going. would start and run now and felt smooth only up to about 60-ish k/h and past that point it'd die completely like it run out of fuel.

We re did the FPR, to no avail, we changed fuel pumps twice, first one was a cheapie he bought as spare and then a genuine.
Cost him a few $K's in parts, another new MAF .. etc.

We decided too take it to a specialist, as we were both stumped .. thinking head gaskets and all manner of stuff. Got a few comments re injector washers too .. made sense.
I drove it back to my home on Monday did some more testing but nothing. Only anomaly I noted was that the Nanocom readings for the Injector balances were not ideal.
Monday to Friday, no time to play around with it so it sat.
On the day I was to take it to LRA in Thomastown(near me) .. it felt quite OK, I pushed it to 70, then 80, felt smooth .. then hit the freeway and onto 100 and beyond .. no trouble.
When I parked it up it had this 1 or 2 hp issue, and having done nothing to it for a couple of days it 'fixed itself'.
He still drives it daily since this issue back in early Nov. He still has the injector washers/seals he got in anticipation of doing them.
The issue kind'a popped up again in a mild form(lack of power) and the only explanation we can think of was that when doing the FPR and the spill return line, we did put a lot of strain on the injector loom to ECU harness section.
I told him over the phone to spray both injector loom plugs at the front of the engine, he found one bent pin on the male plug connector too .. but I think he did that when he sprayed and plugged, unlpugged and sprayed again.
He didn't have any contact cleaner so just used WD40. He sprayed every connector for every sensor he could find and hasn't had any running issues since.

After everything we mucked about with, and I was convinced it was a weak fuel pump the way it ran good up to a specific speed, then die, and which you could avoid the dying by pumping the accelerator madly .. it'd chug back to life again .. but after all that we're now convinced it was the injector loom plug all along. Maybe a bit of grit in the plug that gave a bad connection, or a over stressed wire connection at one of the pins or something, but those Injector balance readings I noted on the day I drive it back to my place had settled to more balanced numbers.
We hadn't touched the injectors at all .. only that plug.