Thread: There has got to be a way to lock these diffs

Originally Posted by garrycol

Hmmm no - if that were the case then LR would not offer the e-diff option in the Disco/RRS range.

How much of this is marketing, how much is the essential e-diff option? When competition offers an option they have to follow.

I purchased a ’99 D2 new when I was much younger and wilder – it got and still does get used. I remember the 4x4 mags absolutely slammed it for the useless traction control system that easily took us many places that my mates with tojos and nissans needed lockers to follow. Once the jap manufacturers came out with TC the same mag did an article on a couple blokes with now heavily modified D2s, one with lockers one without. They concluded that the unlocked D2 was happy to follow but with “more theatrics” than the locked car. I agree our D2 clonks, groans and puts on a show but goes through. The TC on my L322 is a massive leap up over the system on the D2

Originally Posted by garrycol

With a diff lock both wheels on an axle set are driving - with traction control, when it is activating, drive is only to one wheel on an axle set as the other wheel is braked.

Garry

Not quite, the brake is applied to slow the lift/slipping wheel(s) to the same speed as the wheel(s) that has traction – forcing drive to the side that has traction AND it is NOT limited to the axle set, it is 4 channel – it doesn’t stop /remove drive from the lifted wheel, all 4 wheels are driving.

Originally Posted by rar110

I remember seeing a video on AULRO showing a couple of defenders traversing a test track which caused the vehicles to cross axle, one using TC the other having TC & rear locker. I can't find it. The unlocked defender got through ok it just hesitated until the TC worked out what to do. I can see the hesitation could cause a loss of momentum. The locked defender didn't hesitate.

Totally. TC will get through just about all situations but often with more noise and with what looks like more effort- whether it is or not. The TC takes part of a revolution to diagnose and act to the traction loss. IMO Traction will take 99% of us where we want to go without issue – however lockers will always provide a solution for some, whether they need it or not is another question – but then again there’s alot in life that we don’t really need but is sure as hell nice/fun to have.

I think I read that the ediff has some stronger components inside - and I know some Dealers have told customers to order it if they intend heavy towing.

If you get an eDiff on the bench, it wouldn't be hard to work out how to control it - it doesn't have to be controlled by the Train Responce ECU - especially since most here (me included) don't have it. I bet it would be resonably simple to make a controller for it - if you fit any other form of locker it's going to need a switch...

Just like the absurdly expensive condensor fan on the front thats controlled by ECU - it wasn't hard to make a controller to have a standard aftermarket fan run off the ECU.

While the l322 with the NV225 Torsen transfer case will go anywhere without a locked diff, I agree, more options would be great. I have read people asking about 'upgrading' to the DD295. I'm not sure this is an upgrade, more a move away from a patented system (that works very, very well).

Anyway, prior to locked diffs, would it not be great to get a winch bumper, maybe a snorkel. A Rear bumper similar to Kaymar. All round protection is at the top of my list.

The above is off topic I know, if we all keep asking the majors about aftermarket accessories just maybe they will take notice.

I asked ARB about the locked diff earlier this year, they read out loud the part numbers for the D3 while I was on the phone, it seemed as though they were for more than one vehicle, of course I wrote them down. I will search my notes & post if it's useful.

Originally Posted by diesel

While the l322 with the NV225 Torsen transfer case will go anywhere without a locked diff, I agree, more options would be great. I have read people asking about 'upgrading' to the DD295. I'm not sure this is an upgrade, more a move away from a patented system (that works very, very well).

Anyway, prior to locked diffs, would it not be great to get a winch bumper, maybe a snorkel. A Rear bumper similar to Kaymar. All round protection is at the top of my list.

The above is off topic I know, if we all keep asking the majors about aftermarket accessories just maybe they will take notice.

I asked ARB about the locked diff earlier this year, they read out loud the part numbers for the D3 while I was on the phone, it seemed as though they were for more than one vehicle, of course I wrote them down. I will search my notes & post if it's useful.

Im working on it Diesel, if you are interested flick me a PM we need numbers to make it happen

L322 Bullbar development! Finally

Originally Posted by CSBrisie

I think I read that the ediff has some stronger components inside - and I know some Dealers have told customers to order it if they intend heavy towing.

I've been doing some research on e-diffs.

1. The D3/D4 uses bigger CV joints on the e-diff drive-shafts but the MY10+ L322 does not, using the same drive-shafts for both open and locking diffs.
2. The MY10+ L322s don't have different chassis electrical harnesses for e-diff vehicles so the wiring for the controller must exist, although presumably not the harness to the e-diff itself. I would want to confirm that the 2 main harness connectors are indeed fitted. If not then s/h connectors c/w short wires could be sourced from a D4. To retrofit to a D3 or D4 where different chassis harnesses are fitted for open vs locking diffs only requires power, ignition power and earth along with intercepting the high speed canbus (in then out). Presumably the connectors exist in the common L322 harness into which a loop-back plug would also be fitted to the canbus connector.
3. 4.4L TDV8 e-diffs presumably use a different ratio to the 3.6 TDV8 and 5.0 petrol motors because they are different part numbers.
4. The MY10+ L322 e-diff control unit is the same part as the MY10+ D4 and RRS at least to MY13. Hence a used D4 control unit and a D4 e-diff harness would be compatible but the wires might not be as long as the L322 in which case they would need to be extended.
5. The cost of retrofitting an e-diff to a MY11+ L322 should be around $6K for a refurbished 4.4 TDV8 e-diff ex UK, a new controller and s/h e-diff harness, either from a MY10+ L322 or a D4 or possibly a D3.
6. The CCF has to be altered to show that the e-diff is fitted, the controller may require software to be loaded and the e-diff requested to calibrate itself, all using an appropriate diagnostic tool.

Originally Posted by Graeme

I've been doing some research on e-diffs. 1. The D3/D4 uses bigger CV joints on the e-diff drive-shafts but the MY10+ L322 does not, using the same drive-shafts for both open and locking diffs. 2. The MY10+ L322s don't have different chassis electrical harnesses for e-diff vehicles so the wiring for the controller must exist, although presumably not the harness to the e-diff itself. I would want to confirm that the 2 main harness connectors are indeed fitted. If not then s/h connectors c/w short wires could be sourced from a D4. To retrofit to a D3 or D4 where different chassis harnesses are fitted for open vs locking diffs only requires power, ignition power and earth along with intercepting the high speed canbus (in then out). Presumably the connectors exist in the common L322 harness into which a loop-back plug would also be fitted to the canbus connector. 3. 4.4L TDV8 e-diffs presumably use a different ratio to the 3.6 TDV8 and 5.0 petrol motors because they are different part numbers. 4. The MY10+ L322 e-diff control unit is the same part as the MY10+ D4 and RRS at least to MY13. Hence a used D4 control unit and a D4 e-diff harness would be compatible but the wires might not be as long as the L322 in which case they would need to be extended. 5. The cost of retrofitting an e-diff to a MY11+ L322 should be around $6K for a refurbished 4.4 TDV8 e-diff ex UK, a new controller and s/h e-diff harness, either from a MY10+ L322 or a D4 or possibly a D3. 6. The CCF has to be altered to show that the e-diff is fitted, the controller may require software to be loaded and the e-diff requested to calibrate itself, all using an appropriate diagnostic tool.

Graeme
I have a fuse in the rear of my 3.6 08MY for an ediff. Does this mean I can swap in an ediff without any further mod.