Thread: Rear e-diff retrofit to MY12 4.4 TDV8

Originally Posted by isuzurover

So it really only turns on twice in that plot.
Anything below 50 Nm could be regarded as off.

Presumably like most active diffs it is responding to throttle, steering and wheel speed inputs.

Yes, although it shows that it is not just reacting to loss of traction, it is loading up the diff preemptively. I will do more logs of the diff behavior in different TR settings etc one day - but here is the PDF of this latest log so that you can see the individual values easier (it shows 5 activations rather than just the 2 big ones)

[ame]http://www.waggafish.com/ediff2.pdf[/ame]

Originally Posted by Grentarc

Yes, although it shows that it is not just reacting to loss of traction, it is loading up the diff preemptively. ...

That makes sense though. Proactive rather than reactive gives a much better driving experience. Just compare it to [brake-type] traction control systems.

Originally Posted by isuzurover

That makes sense though. Proactive rather than reactive gives a much better driving experience. Just compare it to [brake-type] traction control systems.

Exactly - and it is the reason why I have noticed with my D4 that it takes a lot for TC to activate in mud etc.

The diff swap was accomplished last Saturday week. It was definitely a 2-person job to pull the drive-shafts out far enough to clear the diff seals and not so easy to get the e-diff in position either so lots of thanks to Justin. The new version of the epb/fbh pump/ediff wiring harness was installed the next day but hindsight indicated that it should have been fitted before fitting the e-diff due to quite difficult access to disconnect and reconnect the epb connector. The ediff motor was left disconnected until a new IIDTool arrived this afternoon as my Faultmate Extreme does not have the option to calibrate the ediff.

The e-diff is now operational. In rock crawl the IIDTool shows 495 Nm target and current torque whilst in reverse and stationary and 1200 Nm target and current torque in drive and stationary. The instrument cluster and 4x4 display show the rear diff is unlocked in reverse but locked in neutral and drive. All done!

Good work Graeme. Not many people would have the understanding of these systems that you have.

Are you now going to add an e diff conversion kit to your list of Land Rover products? You could make a fortune, especially since hardly any Rangies have e diffs! I'm sure that you would love to offer a fitting service as well (Not).

Amazing job Graeme (and Justin!) and no doubt the envy of many owners of recent LR models (well esp those without an e-diff!!)!!

Bob, I'm happy to help people with the process of sourcing connector shells and pins and fabricating and installing the extra wiring but wont be providing any kits. The task is simple in principle due to the diff control being can-bus based but there are different wiring courses for the L322 vs D3/4.

On that topic, I was surprised to find that after having connected the wiring harness and RDCU power supply to have an operational albeit inappropriately calibrated system that the ABS objected with TC, HDC, ESC and EBD faults and the ABS and suspension ecu logged comms faults for the RDCU when the power was subsequently removed from the control unit. This indicated that the ABS and suspension ecus modify their operation once a working e-diff is detected, compared with my expectation that ABS simply didn't have to do as much work if an e-diff prevented wheel-slip.

Originally Posted by BobD

I'm sure that you would love to offer a fitting service as well (Not).

I definitely made the statement after helping fit this one that I was in no hurry to do that again.