Thread: What happened to your Discovery 2 today?

Originally Posted by RRT

Have been in conversation with Darkside Developments re my set up and they have sent me a dyno chart which is a little disconcerting. Sure it shows good numbers 400 lb/ft (540Nm) at 2850rpm and 264 hp (195Kw) at 4100 rpm which would be at 35psi, but at present am questioning the below 2000rpm levels which could impact regarding drivability especially on the track

As I am only wanting to run max around 25 psi and the goal is 400 Nm at 2000rpm interested how the GTB550 compares in torque delivery.

Do you have a dyno chart of the GTB550 with the torque curve, be most interested to see how it develops the power and more importantly where.

This is there stock run, you can find the dyno's in alives face book group

I spoke to alive via messenger and they said they have tuned it be 31psi at 1800rpm which nearly all aftermarket intercoolers won't handle

Good decision to use Transmax Z.
Mine has now done 224KK and feels like new.
My RRC had done 240Kk when I sold it with no problems.
Regards PhilipA

Originally Posted by Tombie

Out of curiosity- Manual or Auto?

You’ll freak the Auto out over about 440nm

Agreed, not interested in 500Nm +, main point is more regarding the torque delivery, seemingly like the original turbo delivery, nothing, nothing nothing and then boom, not what I was wanting or desire and worse not what is expected from a VNT, getting clarification as don't really want to fit the original turbo back on the manifold...

Originally Posted by Kaaaiju

This is there stock run, you can find the dyno's in alives face book group

I spoke to alive via messenger and they said they have tuned it be 31psi at 1800rpm which nearly all aftermarket intercoolers won't handle

Good linear rate of increase for the torque and perfectly workable, this is the sort of curve I expected, to be able to drive with your toes rather than feet. Lets hope I find a similar solution for my setup (just don't need these maximums though).

Originally Posted by PhilipA

Good decision to use Transmax Z.
Mine has now done 224KK and feels like new.
My RRC had done 240Kk when I sold it with no problems.
Regards PhilipA

Transmax Z was the death of the unit in my D2.

Originally Posted by Tombie

Transmax Z was the death of the unit in my D2.

Interesting, what makes you say that?

Spent the afternoon sorting a previous owners homemade cdl setup. What threw me was that in a fit of thriftiness they used a high/low range selector cable which while the ends are the same the location of the threaded bit isn't. They'd managed to just make their homemade bracket work but when I tried putting it back together after changing the T/C it I couldn't. I assumed the issue was their bracket, ordered the LR one ($20 very reasonable), tried that to no luck then had to go back to their bracket and found that it'll work if it's almost at the end of the thread.

Just got the heads up from DD re the Dyno Graph sent and it turns out to be to a GTB2872, not GTB2260. Makes a lot more sense for the dearth of torque down low, thankfully doubt whether the peaks would be so high which are not what I wanted. Assured the spooling will come on much sooner which is!

They are doing some driving videos of the TD5 on Friday of a customers car so very much looking forward to this.

Got the head assembled today by the way it really is simple and the head change is well within the realms of a weekend mechanic and should not hold any fears. The driving chain tensioner which was worn and broken is only available as a set with the plastic component slide and mounting bracket at around $200

Think the hardest thing was spreading out the anaerobic gasket compound, very viscous and then spreading it out on the head with a roller making sure the oil galleys were clear.

The carrier bolts of which there are 13 are specified as M8 35mm 1.25pitch and these are difficult size to source in covid times. Used (checked first for length fit of course) 40 mm and there was no problem at all tensioning them up to 25NM which really feels barely tight. Should add as warning this is AMC not standard head.

The twin roller bearing on the viscous fan coupling is also being replaced, fitted one was SKF 3206A 2R21Tn9 and the one received today was a TKN bearing with alloy cage but no cover. Contemplated the use of it briefly and looked if we could protect it, but was no way to going to last the distance so ordered one with COVER, too much work to replace again or service.
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Spoke to Dave at LRA and they have sent out the front Bilstein's which have been out of stock, so this also is on todays list to do.