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That's the bearing on the idler.
Bearing on the tensioner.
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Printable View
https://uploads.tapatalk-cdn.com/201...2eefed7e01.jpghttps://uploads.tapatalk-cdn.com/201...80cf520fcf.jpg
That's the bearing on the idler.
Bearing on the tensioner.
https://uploads.tapatalk-cdn.com/201...7e05655b10.jpg
Also the whole engine cover vs top radiator hose thing, I released the clamp and rotated the hose a little when I replaced it. No where near touching anymore. No cutting required.
Quote:
Originally Posted by INter674
Got the parts yesterday...but of course the new y shaped pipe connecting the heads was different in design. LR has changed from a welded plastic pipe to what looks like a fully moulded pipe with no seams.
Good? Well no as they changed the diameter of the top section meaning it would not mate with my next section! You need to buy the next 2 sections as well....which of course the dealer did not know about. So I ended up using the o rings from the new part and put the existing section back in...after thoroughly examining and pressure testing it first.
Can't return the new section tho as it was a "special order" and in any event I used the o rings... so not too fussed about that weird policy. Cost 100 bucks for 2 o rings in effect.
I'll now comnence a new parts stock for the D4 just like the TD5 which ended up being several boxes😆
Anyhow after bleeding the system and connecting a hose that I'd forgot about.. it's all good.
No more rattles from the supercharger. ..engine is even quieter now.
Overall removing the sc is not that difficult..just lots of bolts and hoses and electrical stuff. I'm pretty confident it could be done in a couple of hours.
Cost.. ..including the wrong part. . for the inlet gaskets x 2, sc coupler, pipes x 2 and sc bearings and sc oil was @ 480 bucks. Coolant was new anyway so I reused most of it.
Cost for the dealer to do I guess would be well over 1500 bucks based on US experience. Cost could be reduced further by pre ordering parts eg from the US or UK as there is little aftermarket support for the V6 sc engine in Australia.
The sc bearings for example turned out to be one very common NSK and one special double row NSK both of which are available from a bearing shop at @ half the price I paid for the "special" OE Eaton US - sourced ones (inc freight).
Excellent work.
Enjoy your new machine [emoji106]
New transfer case shift motor installed today. The old one wore out the plastic gear and eventually causes it to skip the tooth - clutch actuator stuck fault code logged. I suspected the shift motor fairly early due to audioble clicking in the area when the ignition was turned on
Interesting. I’d have thought the shift motor was only actuated when changing range so low probability of failure for most.Quote:
Originally Posted by shanegtr
No, the shift motor also does the centre diff clutch pre load. Theres also a solenoid that swaps the function of the motorQuote:
Originally Posted by DiscoJeffster
****ing fantastic. I’ll add that to the list of the next things to go wrong, after the gearbox, front diff etc. lol. FMLQuote:
Originally Posted by shanegtr
Well, mine has just had it's "mid-life" birthday. Both timing belts and water pump replaced, transmission serviced and new metal pan installed, and a general service including all oils, filters etc and a couple of hoses which I had asked to be replaced.
There's no Land Rover dealership or "indy" up here with any specific knowledge of Land Rovers and I was planning to take it to the dealership in Perth where I bought it (Barbagallo's). I had the work quoted by the dealership, and also by the local ARB shop, Goldfields Offroad, which is also the authorised Repco Service Centre. The owners of this business are Land Rover fanatics and have a few between them. They have a very good name around town, and did the last routine service on my D4 with no issues. Both quotes came back very close to each other, with the local business offering the advantage of no travel and accommodation cost on top - so they got the job.
Have to say that I am very happy with the service that they have provided (again) and I have no hesitation in recommending this business to anyone else (Land Rover owners or others). While mine was in there, they also had an RRS come in for service, so are becoming known locally for their ability to work on Land Rover products.
Its actually a good read of the systems operation in the workshop manual.Quote:
Originally Posted by DiscoJeffster
Here is an extract from the "4 Wheel Drive Systems" section to whet your appetite for further reading....
GENERAL
The DD295 transfer box is a full time, permanent four-wheel-drive unit, with 50/50 torque distribution to the front and rear
driveshafts. The unit is manufactured by Magna Steyr Powertrain in Graz, Austria and supports the following features:
Permanent four-wheel-drive with a bevel gear centre differential, providing a 50:50 torque split
Selectable high and low range for optimum on-road and off-road performance
Two-speed, fully synchronized 'shift-on-the-move' system allows the driver to change the range without having to
stop the vehicle
Electronically controlled multi-plate clutch providing a centre differential lock and torque biasing function to give
improved traction performance and vehicle dynamic stability.
A strategy, to electronically control the centre differential multi plate clutch assembly, has been developed to provide:
a pre-loading function, increasing locking torque with increased driving torque
a slip controller to increase locking torque under off-road conditions and decrease locking torque for optimum
comfort, e.g. parking.
The unit is located under the vehicle and is mounted on the cross-member, behind the transmission. The unit is identical
for all engine derivatives.
The transfer box receives a torque input from the transmission output shaft, which is passed through the unit to two
outputs for the front and rear drive shafts.
The input torque is equally distributed via a bevel gear type differential. In order to provide an optimal torque distribution
to each wheel in all driving conditions, the unit is equipped with an electronically controlled locking and torque-biasing
device. This device detects wheel slip via various vehicle system inputs to the transfer box control module and locks the
differential accordingly. The locking torque is applied through a multi-plate clutch assembly.
A planetary gear set, located in the differential assembly, allows the driver to select high or low range whilst driving, this is
known as 'shift on the move'. When in low range, the planetary gear set provides a ratio of 2.93:1, which gives the vehicle
an extremely low crawl speed for off road driving and trailer towing. High range is a direct drive from the transmission
output shaft and provides a 1:1 ratio.
Both the centre differential locking and biasing and the 'shift on the move' features are actuated via a DC transfer box
motor, which is controlled by the transfer box control module, via a Pulse Width Modulation (PWM) signal.
Oh - and in keeping with the meaning of the thread topic - The D3 got a wheel balance and rotate late last week. Its amazing the difference and how a poor balance sneaks up on you and you don't realise how bad it is until you get them balanced again.
Cheers Matti
