Whenever the D2a's started,, was it 2002-3?
I'm sure someone will know exactly:D;)
you can retrofit bits to the earlier years,,
LOTS of posts on this,,,:angel:
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Whenever the D2a's started,, was it 2002-3?
I'm sure someone will know exactly:D;)
you can retrofit bits to the earlier years,,
LOTS of posts on this,,,:angel:
All Oz and UK D2 V8s were 4.0 litre - same capacity as D1 3.9 but different crank, rods, pistons - whereas US spec D2s were 4.0 and later 4.6.
Main potential issues with the 4.0 are block cracking/slipped liners if badly overheated and there were some concerns in the US about failed oil pumps on the later models.
Hi so the D2 with the different crank, rods, pistons are better than the D1's?Quote:
Originally Posted by Traco
Thanks
Having experienced two slipped liners, I'm not convinced that they are only caused by overheating, as ours never at any stage showed any inclination to overheat. Having said that, I acknowledge that the D2 temp gauge is worse than useless.
The real cause of liner slippage, however accelerated, was quality control in the factory, and the ones which slip most were allegedly manufactured between 1999 and 2001 when the casting process was allegedly changed.
It is also claimed that the blocks were measured at the factory, and those with a thinner critical dimension (whichever it was) went to 4.0 engines, and the thicker ones went to the 4.6 line (the main difference being the crankshaft and pistons). Stick to a MY2003 model (D2A), built from 2002 on, and you should reduce the chance of a slipped liner.
The auto is far more refined and better for driving around town, towing heavy loads etc.
Hi thanks for that, its exactly what I have been looking for very informative
You're right, there's no absolutley definitive cause for the slipped liner syndrone.
A number of reasons have been suggested including weak running mixtures, hot spots in the block, use of stretch bolts and others. Overheating the engine is one possible cause, however many owners have acknowledged that the problem has manifested itself soon after an overheating incident.
That's not to say though that every time the engines gets a bit too hot you end up with a cracked block. And not every D2 V8 is guaranteed to crack - some folk suggest around 70% will do so, but this may be just a guess rather than based on any hard evidence.
I'm not so sure the factory changed the castings after 2001-02. MCT certainly did when they took over production after LR had stopped making the V8, but they entrusted the process to Mahle/Cosworth castings who came up with an entirely new block which they claimed had fixed the problem (subsequently, it seems from the TVR owners forum, this may be proved to be incorrect).
I think the later D2s with the fancy headlights were probably better all round that the earlier ones, just like the facelifted D1s were better than the original D1.