Thread: The end of my Discovery.

Wish I had asked the Indy to check that when he was in there for the exhaust manifold and turbo...

Then again, my trusty Indy tends to be a 'if it ain't broke, don't fix it' kinda guy, so may not have done anything anyway

Originally Posted by discorevy

That remark is silly, and wrong, higher compression means the gas flowing through the turbine is able to spin it up quicker = less lag.

It's getting the correct compression for the overall efficiency and suitability of purpose that matters, later hybrid / mild hybrid vehicles are able to cheat somewhat to overcome the lag of a late model lardy 4x4.

As for the "duel" turbos, well, if they were using jousting sticks, the large one would probably win, but if it was Pistols my money would be on the small one.

The last sentence is an example of both silly and wrong.

What's wrong is using critical words without explaining why.

Originally Posted by Graeme

I think that like the possible loose TD5 oil pump bolt ...

Broken camshaft belt sprockets are another cause of a major failure, albeit far less frequently, but IMO the sprockets should be replaced with the current version when the belt is next changed. Even if the later sprockets aren't any stronger, they will at least be new.

When should one do the timing belt and sprockets etc? I'm wondering whether to sell my D4 and buy a Toyota to do W.A. (towing 2.5 tonne). A cheaper alternative is to do some preventative maintenance. But after reading LuckyLes's story, and the fact his motor died just after changing the timing chain, I lost some confidence! He spent a whole lot of money on maintenance and then the crank blew ... it seems to me more than a coincidence. And then this post from 2020, where his crank failed 8k after timing chain replacement:

"We've had the D4 since November last year and it's been flawless till last weekend. It has just clocked up 160,000kms. The previous owner had the front and rear belts done before we bought it (at 152k kms). " https://www.aulro.com/afvb/editpost....30&do=editpost

I also wondering about his oil ... I rarely check the oil in the D4 ... it's not so easy without a dipstick. After a service ... I guess I should wait before leaving and do an oil level check ... then walk around the vehicle! I had a SAAB turbo back in the day, picked it up from a service, parked it at Uni (did it all undergrad after hours) and when leaving the oil light came on. I switched off and coasted ... got out of the car, and a long stream of oil was behind the car. The sump plug fell out over a speed bump in the uni just before Swanston St in Melbourne. they towed the car the next day and it was fine. While I do check the oil with all but the D4, I have never checked the tightness of the sump plug and whether its a new plug ...

Originally Posted by veebs

How did you discover the thrust bearings were shot? Is there a non-invasive way to measure?

Sometimes it needs a younger mech with sharper eyes, years ago I had a VW Jetta, after it started blowing oil out the exhaust I pulled out the engine and had it rebuilt by an engineering shop, when it was reinstalled there was a slight ticking noise with the clutch depressed. My old mechanic who was great (even made a steering shaft uni for a 5 Series I inherited that BMW wanted an extortionate amount for) had a look a couple of times, but found nothing. Then I moved to the other side of town and my new mechanic spotted the crank pulley moving. This doesn't apply to most Disco's but might pertain to any with a clutch.

The later camshaft sprockets could be made from a different compound, although not conclusive comparing old and new. The webs are about 0.2mm thicker but the obvious difference is the width of one of the webs in each and the extra metal around the bolt holes.
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I know that the 3.0l replacement is about $30,000 but is there a cheaper option? From Dazza's comment it seems that the 2.7L isn't much cheaper than that, if at all.

But given that the 2.7l was used in a variety of vehicles (Ford and Jaguar), so presumably there's a few available, why aren't they cheaper?

Also, why hasn't someone engineered a swap of some other non-JRA engine? Cummins have a 2.8l engine that comes complete with all peripherals ...

Originally Posted by Arapiles

.................

Also, why hasn't someone engineered a swap of some other non-JRA engine? Cummins have a 2.8l engine that comes complete with all peripherals ...

Coz these things are throwaways............. the 'engineering' is done by the MBA's on the board and the time (cost) of integrating all the various electronics used by different manufacturers to do a transplant ensures it isn't going to happen ( deliberate or 'accidental').

There is plenty of info out there about what happened to Boeing when it's board became driven by, let's say, ideas less concerned with engineering excellence.

They lost somewhere around 6 bill last year, brand in tatters.

Originally Posted by Graeme

The later camshaft sprockets could be made from a different compound, although not conclusive comparing old and new. The webs are about 0.2mm thicker but the obvious difference is the width of one of the webs in each and the extra metal around the bolt holes.
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Blue might be a stronger colour than brown also,