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Thread: rear e-diff

  1. #1
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    rear e-diff

    All, quick query: on L494, is the rear e-diff standard on the Dynamic Pack?
    I'm looking at purchasing a HSE SDV8 Dynamic....if that gets e-diff standard?
    cheers
    L405, Vogue SE, 4.4SDV8, 8 speed, Rear e-diff

  2. #2
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    Quote Originally Posted by CSBrisie View Post
    All, quick query: on L494, is the rear e-diff standard on the Dynamic Pack?
    I'm looking at purchasing a HSE SDV8 Dynamic....if that gets e-diff standard?
    cheers
    The rear diff is required for the torque vectoring used in the Dynamic as far as I know. All the L494 Dynamics I looked at had an e-diff.
    Fuji white RRS L494 AB

  3. #3
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    Quote Originally Posted by Geedublya View Post
    The rear diff is required for the torque vectoring used in the Dynamic as far as I know. All the L494 Dynamics I looked at had an e-diff.
    Agreeing with Geedublya... from the 2017 specs for instance, the Dynamic Response / TR2-DP / Torque Vectoring indicate that it has the rear e-diff

    L494-17.jpg
    Gone - RRS SE SDV6 with Dynamic MY15.5 Yulong White, with LLAMS

  4. #4
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    Thanks All 👍
    L405, Vogue SE, 4.4SDV8, 8 speed, Rear e-diff

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    Quote Originally Posted by Gregz View Post
    Agreeing with Geedublya... from the 2017 specs for instance, the Dynamic Response / TR2-DP / Torque Vectoring indicate that it has the rear e-diff

    L494-17.jpg
    any chance this can be retrofitted to the HSE version of the RRs ?

  6. #6
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    Retro-fitting an e-diff requires finding an e-diff with the correct ratio, obtaining a suitable e-diff control unit, obtaining or fabricating the wiring harness to connect the e-diff to the control unit, connecting the control unit to 30A power, ignition, earth and to the appropriate can-bus, access to a diagnostic tool to re-configure the CCF to enable the e-diff and if the control unit didn't come from the same vehicle as the e-diff then access to a diagnostic tool to instruct the control unit to calibrate the e-diff. A LR dealer's diagnostic tool can be used to calibrate but is unlikely able to change the required CCF settings.
    MY12 RRV 4.4 TDV8 AB, +LLAMS, +e-diff, +ACC stop/go. Produce LLAMS for LR/RR, Jeep GC/Dodge Ram
    VK2HFG and APRS W1 digi

  7. #7
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    Quote Originally Posted by Graeme View Post
    Retro-fitting an e-diff requires finding an e-diff with the correct ratio, obtaining a suitable e-diff control unit, obtaining or fabricating the wiring harness to connect the e-diff to the control unit, connecting the control unit to 30A power, ignition, earth and to the appropriate can-bus, access to a diagnostic tool to re-configure the CCF to enable the e-diff and if the control unit didn't come from the same vehicle as the e-diff then access to a diagnostic tool to instruct the control unit to calibrate the e-diff. A LR dealer's diagnostic tool can be used to calibrate but is unlikely able to change the required CCF settings.
    the GAP tool will modify the CCFs the difficulty is matching the ediff module, to the ediff motor and matching that to the ratio of the Diff that in my l494 RRs.

    love the LAMS kit btw, nice job.

  8. #8
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    If the GAP tool supports your CCF then even if it doesn't currently provide the calibration feature, time permitting GAP may be able to provide the feature, possibly as a special, pre-release update for your tool as GAP did for my L322.

    Calibration is an inbuilt function of the control unit whereby the e-diff is operated to its minimum and maximum engagement travel so that the control unit can establish its operational criteria. Calibration requesting is a standard LR diagnostic tool function, achieved by simply sending the appropriate command to the control unit.

    If you find an e-diff of the correct ratio and, which LR often vary depending on the engine fitted, then hopefully you could also get the control unit. What is your year model and what engine? I only have details for MY13 L405 for which a different e-diff part number is listed depending on whether the engine is the 4.4 diesel (LR039512) or 5.0 SC petrol (LR039513) which implies different ratios. I note that the e-diff was available with the 3.0 diesel but possibly not for MY14 but certainly later. Also the e-diff has different part numbers depending on whether torque vectoring was employed, so lots to consider when selecting an e-diff. Hence an e-diff from the same MY and engine as your vehicle would be safest.

    I was fortunate with my L322's wiring harness in that the external wiring from the main harness to the e-diff is a distinct harness, albeit in 3 different configurations depending on whether an e-diff and a fuel-fired heater were fitted, so I purchased the one that supported both. Internally I had to make my own harness between the connector on the main harness and the control unit and purchase connector shells and pins as while the control unit was supplied with connectors, the wires were too short to be usable. Fortunately again the connector on the main harness is the same as one of the suspension ecu's that I use for my Llams kits so it was easy to add the extra pins to the connector. D3/D4 e-diff harness is incorporated in the main harness if an e-diff was fitted otherwise no e-diff harness at all, which therefore would require a direct harness between the e-diff and control unit to be made. I don't know if your L494 has a distinct e-diff harness section like the L322 but could be determined by looking at a L494 or L405 with an e-diff, following the harness from the e-diff to inside the vehicle.

    It sounds as though you're making good use of Llams.
    MY12 RRV 4.4 TDV8 AB, +LLAMS, +e-diff, +ACC stop/go. Produce LLAMS for LR/RR, Jeep GC/Dodge Ram
    VK2HFG and APRS W1 digi

  9. #9
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    Electronic torque management appears as though it may have been a standard feature for all L405 and L494 that were fitted with an e-diff. Enabling a retro-fitted e-diff in the CCF might enable ETM or ETM might have to be separately enabled. ETM uses both the e-diff and brakes to improve steering while cornering by managing e-diff slip and using braking to make the vehicle turn more easily. ETM can be ignored as factor when considering a donor vehicle as your vehicle without an e-diff hasn't been able to use it. The different part numbers were for a motor and housing change but unrelated to ETM as ETM was employed on vehicles for both the earlier and later part numbers. MY17 e-diffs may be different or perhaps just that the references that I found didn't consider post MY16.
    MY12 RRV 4.4 TDV8 AB, +LLAMS, +e-diff, +ACC stop/go. Produce LLAMS for LR/RR, Jeep GC/Dodge Ram
    VK2HFG and APRS W1 digi

  10. #10
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    Quote Originally Posted by Graeme View Post
    If the GAP tool supports your CCF then even if it doesn't currently provide the calibration feature, time permitting GAP may be able to provide the feature, possibly as a special, pre-release update for your tool as GAP did for my L322.

    Calibration is an inbuilt function of the control unit whereby the e-diff is operated to its minimum and maximum engagement travel so that the control unit can establish its operational criteria. Calibration requesting is a standard LR diagnostic tool function, achieved by simply sending the appropriate command to the control unit.

    If you find an e-diff of the correct ratio and, which LR often vary depending on the engine fitted, then hopefully you could also get the control unit. What is your year model and what engine? I only have details for MY13 L405 for which a different e-diff part number is listed depending on whether the engine is the 4.4 diesel (LR039512) or 5.0 SC petrol (LR039513) which implies different ratios. I note that the e-diff was available with the 3.0 diesel but possibly not for MY14 but certainly later. Also the e-diff has different part numbers depending on whether torque vectoring was employed, so lots to consider when selecting an e-diff. Hence an e-diff from the same MY and engine as your vehicle would be safest.

    I was fortunate with my L322's wiring harness in that the external wiring from the main harness to the e-diff is a distinct harness, albeit in 3 different configurations depending on whether an e-diff and a fuel-fired heater were fitted, so I purchased the one that supported both. Internally I had to make my own harness between the connector on the main harness and the control unit and purchase connector shells and pins as while the control unit was supplied with connectors, the wires were too short to be usable. Fortunately again the connector on the main harness is the same as one of the suspension ecu's that I use for my Llams kits so it was easy to add the extra pins to the connector. D3/D4 e-diff harness is incorporated in the main harness if an e-diff was fitted otherwise no e-diff harness at all, which therefore would require a direct harness between the e-diff and control unit to be made. I don't know if your L494 has a distinct e-diff harness section like the L322 but could be determined by looking at a L494 or L405 with an e-diff, following the harness from the e-diff to inside the vehicle.

    It sounds as though you're making good use of Llams.
    Great info Graeme , Thankyou. I have a My16 RRs L494 with the 3.0 v6 twin turn diesel motor. I’m lacking part breakdown for the RRs to,work out exactly which ediff motor And ediff module is required for this particular car. The ediff Module I’ve been chasing Is LR083860 but I’m sure is that is actually correct.

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