Disco 3 (LR3) TDV6 Service guides , Plse dont post threads here , thks

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gstuart

gstuart

D3 Grandad
Full Member
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Kent
PLEASE DO NOT POST IN HERE , Many thanks :D

ITs so further guides can be added

Hope the following guides are of some use

Will be adding and updating them as time progresses

Please send me a PM if u see an error , many thks,

MENU

1) Replacing fuel filter , Front and Rear diff drain and level ( with pics )
2) Replacing door latch / Window Regulator ( with pics )
3) Maintenance guide information
4) Upper and Lower wishbones replacement ( with pics )
5) Brake servicing / adjustment / replacement ( with pics )
6) ATF gearbox oil Drain/ Level / Refill
7) DPF regeneration
8) changing a clutch on the 2.7 TDV6
 
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Tyres MUST have a min sidewall rating if 111T


Tyres suitable for the Discovery 3

AT = All Terrain, MT = Mud Terrain , RB = Road Biased , IS = Ice+Snow


Contents
[120"

20"
No LR 20" D3 rim currently
275/45R20 Cooper Zeon LTZ (AT) 110 S
275/45R20 Continental Cross Contact UHP (RB) 110 Y
275/45R20 Goodyear Eagle F1 GSD3 (RB) 110 Y
275/45R20 Yokohama V802 (RB) 110 Y
285/50R20 Cooper Zeon LTZ (AT) 116 S
285/50R20 Continental Cross Contact UHP (RB) 116 W
295/45R20 General Grabber UHP (RB) 114 V
295/45R20 Continental Cross Contact UHP (RB) 114 W
295/45R20 Kumho KL12 (RB) 114 W
295/45R20 Toyo Proxes Street Terrain (RB) 114 V
19"
Standard size on LR rim 255/55-R19
255/55R19 Goodyear MTR (MT) 111 S
255/55R19 Goodyear Wrangler HP (RB) 111 V
255/55R19 Goodyear Wrangler F1 (RB) 111 V Run Flat
255/55R19 Pirelli Scorpion (RB) 111 V
255/55R19 Pirelli ATR (AT) 111 H
255/55R19 Pirelli Scorpion Ice & Snow (IS) 111 H
255/55R19 Michelin 4x4 Synchrone (RB) 111 H
255/55R19 Dunlop Grandtrek PT9000 (RB) 111 V
255/55R19 Dunlop Grandtrek ST8000 (RB) 111 V
255/55R19 Hankook Ventus ST RH06 (RB) 111 V
18"
Standard size on LR rim 255/60-R18
255/60R18 General Tire Grabber AT2 (AT) 112 H
255/60R18 General Grabber UHP (RB) 112 V
255/60R18 Pirelli ATR (AT) 112 H
255/60R18 Pirelli Scorpion (RB) 112 V
255/60R18 Pirelli Scorpion Ice & Snow (IS) 112 H
255/60R18 Goodyear Wrangler HP (RB) 112 V
255/60R18 Continental Cross Contact UHP (RB) 112 V
255/60R18 Continental Cross Contact AT (AT) 112 T
255/60R18 Toyo Proxes Street Terrain (RB) 112 V
255/60R18 Yokohama G051 (RB) 112 V
255/60R18 Michelin Latitude Tour HP (RB) 112 V
255/60R18 Dunlop Grandtrek ST 8000 (RB) 112 H
255/60R18 Bridgestone Dueler HP Sport 4x4 (RB) 112 V
255/60R18 Vredestein Wintrac 4 Extreme (IS) 112 H
265/65R18 BF Goodrich AT KO (AT) 122 R
285/60R18 Cooper Zeon LTZ (AT) 120 S
265/60R18 Cooper HT+ (RB)114 T
17"
Standard size on LR rim 235/70-R17
235/70R17 Goodyear Wrangler HP (RB) 111 H
235/70R17 Continental 4x4 Contact (RB) 111 H
235/70R17 General HTS (RB) 111 T
235/70R17 Vredestein Wintrac 4 Extreme (IS) 111 H
245/70R17 Cooper STT (MT) 119 Q
245/70R17 Cooper ST (AT) 119 Q
255/65R17 General Tire Grabber AT2 (AT) 115 S
265/70R17 General Tire Grabber AT2 (AT) 115 S
265/70R17 Maxxis Bighorn MT 762 (MT) 118 Q
265/70R17 BF Goodrich AT KO (AT) 112 R
265/70/17 Kumho MT KL 71 (MT) 112 Q
 
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6) ATF gearbox drain and refill

Drain Procedure

1)Remove Oil Filler Plug (T50)
2) Remove Oil Drain Plug and Replace Plug after all transmission oil runs out.
3) With the engine stopped and the transmission in Park position, remove the oil filler plug. Add
transmission fluid until a small stream of oil runs out.
4) Insert the filler plug and tighten by hand. Start the engine.
5) With the engine running, remove the oil filler plug and add transmission fluid until a small stream of oil
runs out . Insert the filler plug and tighten by hand.
6) The transmission fluid temperature must be between 30°C and 35°C before checking can begin.
Use test equipment to determine the trans temperature or use an infrared thermal gun aimed at the oil stream or bottom of pan
7) The vehicle must be level with engine running at idle speed and air conditioning turned on.
8) Step on the brakes firmly, apply parking brake fully and shif t to D and R, bri efly pausing in each
position before shifting back to the Park position.
9) Wit h the engine running at idle speed and the selector in Park position, remove the filler plug. Monitor
the transmission temperature, if a small stream of oil runs out at 40°C, ( Do not level if it exceeds 50c ) the fluid level is correct.
10) If no oil runs out when the filler plug is removed, the fluid level is too low and oil needs to be added
until it overflows.
11) With engine running, install the oil filler plug and tighten to proper torque

IMG_1960.PNG
 
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7) Ref to DPF regeneration


Two processes are used to regenerate the DPF; passive and active.

Passive Regeneration

Passive regeneration requires no special engine management intervention and occurs during normal engine operation. The passive regeneration involves a slow conversion of the particulate matter deposited in the DPF into carbon dioxide. This process occurs when the DPF temperature exceeds 250°C (482°F) and is a continuous process when the vehicle is being driven at higher engine loads and speeds.

During passive regeneration, only a portion of the particulate matter is converted into carbon dioxide. This is because the chemical reaction, which utilises nitrogen dioxide, is slower than the rate of engine production of particulate matter and is effective from 250°C (482°F).

Above 580°C the conversion efficiency of the particulates into carbon dioxide rapidly increases. These temperatures are generally only be achieved using the active regeneration process.

Active Regeneration

Active regeneration starts when the particulate loading of the DPF reaches a threshold as monitored or determined by the DPF control software. The threshold calculation is based on driving style, distance travelled and back pressure signals from the differential pressure sensor.

Active regeneration generally occurs every 250 miles (400 km) although this is dependant on how the vehicle is driven. For example, if the vehicle is driven at low loads in urban traffic regularly, active regeneration will occur more often. This is due to the rapid build-up of particulates in the DPF than if the vehicle is driven at high speeds when passive regeneration will have occurred.

The DPF software incorporates a mileage trigger which is used as back-up for active regeneration. If active regeneration has not been initiated by a back pressure signal from the differential pressure sensor, regeneration is requested based on distance travelled.

Active regeneration of the DPF is commenced when the temperature of the DPF is increased to the combustion temperature of the particles. The DPF temperature is raised by increasing the exhaust gas temperature. This is achieved by introducing post-injection of fuel after the pilot and main fuel injections have occurred.

It is determined by the DPF software monitoring the signals from the two DPF temperature sensors to establish the temperature of the DPF. Depending on the DPF temperature, the DPF software requests the ECM (engine control module) to perform either one or two post-injections of fuel:

The first post-injection of fuel retards combustion inside the cylinder which increases the temperature of the exhaust gas.
The second post-injection of fuel is injected late in the power stroke cycle. The fuel partly combusts in the cylinder, but some unburnt fuel also passes into the exhaust where it creates an exothermic event within the catalytic converter, further increasing the temperature of the DPF.
The active regeneration process takes up to 20 minutes to complete. The first phase increases the DPF temperature to 500°C (932°F). The second phase further increases the DPF temperature to 600°C (1112°F) which is the optimum temperature for particle combustion. This temperature is then maintained for 15-20 minutes to ensure complete oxidation of the particles within the DPF. The oxidation process converts the carbon particles to carbon dioxide.

The active regeneration temperature of the DPF is closely monitored by the DPF software to maintain a target temperature of 600°C (1112°F) at the DPF inlet. The temperature control ensures that the temperatures do not exceed the operational limits of the turbocharger and the catalytic converter. The turbocharger inlet temperature must not exceed 830°C (1526°F) and the catalytic converter brick temperature must not exceed 800°C (1472°F) and the exit temperature must remain below 875°C (1382°F).

During the active regeneration process the following ECM controlled events occur:

The turbocharger is maintained in the fully open position. This minimizes heat transmission from the exhaust gas to the turbocharger and reduces the rate of exhaust gas flow allowing optimum heating of the DPF. If the driver demands an increase in engine torque, the turbocharger will respond by closing the vanes as necessary.
The throttle is closed as this assists in increasing the exhaust gas temperature and reduces the rate of exhaust gas flow which has the effect of reducing the time for the DPF to reach the optimum temperature.
The EGR (exhaust gas recirculation) valve is closed. The use of EGR decreases the exhaust gas temperature and therefore prevents the optimum DPF temperature being achieved.
If, due to vehicle usage and/or driving style, the active regeneration process cannot take place or is unable to regenerate the DPF, the dealer can force regenerate the DPF. This is achieved by either driving the vehicle until the engine is at its normal operating temperature and then driving for a further 20 minutes at speeds of not less than 30 mph (48 km/h).

DPF Control

The DPF requires constant monitoring to ensure that it is operating at its optimum efficiency and does not become blocked. The ECM contains DPF software which controls the monitoring and operation of the DPF system and also monitors other vehicle data to determine regeneration periods and service intervals.

The DPF software can be divided into three separate control software modules; a DPF supervisor module, a DPF fuel management module and a DPF air management module.

These three modules are controlled by a fourth software module known as the DPF co-ordinator module. The co-ordinator module manages the operation of the other modules when an active regeneration is requested.
 
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8) Many thks to @Dippypud who very kindly shared the article for this thread

pmmonline.co.uk

How to change a clutch on a Land Rover Discovery

Launched back in 1989, the Discovery is now into its fourth generation with over 175,000 on UK roads today. Here the folk from LuK – a brand of Schaeffler Automotive Aftermarket – take a closer look a
pmmonline.co.uk pmmonline.co.uk
.......
Schaeffler LuK changes the clutch on a Discovery III 2.7 Tdv6

Nothing out of the ordinary is required to complete this job, other than three transmission jacks and a two post ramp. All the work is completed from underneath the vehicle but it is best practice to first disconnect the battery earth terminal and stow safely. Once this is done the vehicle can be raised carefully to start.

Remove the heat shield above the rear prop shaft. Mark the position of the prop shaft and remove the six Torx bolts holding it to the transfer box.
Remove the for Torx bolts holding the prop shaft to the rear axle and finally, the two Torx bolts holding the centre support bearing.
Lower the prop shaft carefully.

Mark the position of the front prop shaft and remove the six Torx bolts holding it to the transfer box before removing ...

With the clutch removed check the DMF for signs of heat stress and evidence of grease loss. The DMF should also be tested for freeplay and rock between the primary and secondary masses - LK tool number 400 0080 10 is specifically designed for this purpose.

Clean the first motion shaft splines and any debris from the bell housing. Remember, if the bearing or sleeve is made of plastic there is no need for lubrication.
If both parts are metal then a high melting point grease should be used and not copper-based products.

Put a small dab of grease on the first motion shaft splines and make sure the new driven plate slides back and forth. This not only spreads the grease evenly, but also makes sure you have the correct kit.

Wipe any excess grease off of the shaft and driven plate hub. Using a universal alignment tool and checking the driven plate is the correct way round, the clutch can be bolted to the flywheel evenly and sequentially.

Before fitting the gearbox, make sure the locating dowels are in place and are not damaged.
Refit any that have become dislodged and refit the gearbox.

Make sure the gearbox bell housing bolts are secured before lowering the jack.

Refitting is the revere of the removal.
 
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