MJI
Well-Known Member
All the ones I saw had CDL so did not realise it was optional, was looking at as new as possible.
All the ones I saw had CDL so did not realise it was optional, was looking at as new as possible.
It went through three versions.
the first had the bits in the box but no means of actioning it from the cabin, the second had no bits in the box either, the third version had both bits and a lever etc so it could be actioned by the driver.
You may have seen CDL on the label in front of the gear levers but this was misleading as most didn't actually have a workable CDL.
MJI
Well-Known Member
Well the only D2 I have taken off road myself has CDL, it is on the original sales receipt.
Never said they didn't exist, but the situation is totally differnet with D2s. And you did say that you were looking at "as new as possible" and that was the end of the run that did more commonly have CDL as buyers could specify it.
This link to a page from Ashcrofts backs up what I said.
Disco II CDL Difflock Linkage
Disco II Diff Lock Linkage The early Disco II's were not supplied with a centre diff lock function although for a couple of years they did have the internals for the centre diff to be locked. During the following couple of years to save costs, the CDL internals were removed. During the last...
ashcroft-transmissions.co.uk
MJI
Well-Known Member
Never said they didn't exist, but the situation is totally differnet with D2s. And you did say that you were looking at "as new as possible" and that was the end of the run that did more commonly have CDL as buyers could specify it.
This link to a page from Ashcrofts backs up what I said.
Disco II CDL Difflock Linkage
Disco II Diff Lock Linkage The early Disco II's were not supplied with a centre diff lock function although for a couple of years they did have the internals for the centre diff to be locked. During the following couple of years to save costs, the CDL internals were removed. During the last...
I know about it now, but at the time I did not know, just saw the sticker and knob.
MJI
Well-Known Member
More annoyed at
ashcroft-transmissions.co.uk
Out of stock, now I can afford one
TD5 Heavy Duty Torque Converter
A heavy duty torque converter is desirable on a tuned engine for a few reasons : 1) Lower stall speed, there's little point in having a nice torquey engine if the converter is not transferring the drive and you are revving straight past it. A larger converter will reduce these revs and allow...
ashcroft-transmissions.co.uk
Out of stock, now I can afford one
Is your D2 tuned/mapped or something then?More annoyed at
TD5 Heavy Duty Torque Converter
A heavy duty torque converter is desirable on a tuned engine for a few reasons : 1) Lower stall speed, there's little point in having a nice torquey engine if the converter is not transferring the drive and you are revving straight past it. A larger converter will reduce these revs and allow...
Out of stock, now I can afford one
I have heard that you can use a V8 torque converter the only thing being that you have to convert the V8 4 hole drive plate, to the Disco 3 hole one. Which may well be all these are!
Just read the link and yep that is what they are!
I know some people make up their own.
They do seem to be emphasising that they need to be used on tuned TD5s, which mine isn't so I won't be bothering.
Others may sell them.
Best of luck with it!
300bhp/ton
Well-Known Member
Depends on year. I think the early D2's had the difflock in the transfer box, but no lever to make use of it. There used to be a kit you could buy to add a lever. Middle way through production I think LR also removed the bits from the transfer box. Late models I believe it was optional and might have been standard for some markets. Complete with the lever to engage it.
Image from Google, you can clearly see it is only high/low:
Not really sure what LR's thinking was behind the decision. Not sure if it was cost based, trying to make it simpler for the driver with less options/levers or over confidence in the TCS system. Or maybe even just marketing as the Td5 Defenders all had difflock as standard.
The system does work without difflock, but the TCS has to work overtime as it has a lot more to do. Vehicles like the p38 Range Rover or Freelander don't have a centre difflock either, but they both use a form of limited slip centre diff which makes a big difference.
300bhp/ton
Well-Known Member
Would you really want one though?More annoyed at
TD5 Heavy Duty Torque Converter
A heavy duty torque converter is desirable on a tuned engine for a few reasons : 1) Lower stall speed, there's little point in having a nice torquey engine if the converter is not transferring the drive and you are revving straight past it. A larger converter will reduce these revs and allow...
Out of stock, now I can afford one
In the tuning world you normally want higher stall converters for performance. I think the only reason for going for this would be improved lock up and more refinement. Can't see how it would improve performance, I'd expect the opposite.
The answer to all the biz of what was fitted when is to be found upthread, post #44.Depends on year. I think the early D2's had the difflock in the transfer box, but no lever to make use of it. There used to be a kit you could buy to add a lever. Middle way through production I think LR also removed the bits from the transfer box. Late models I believe it was optional and might have been standard for some markets. Complete with the lever to engage it.
Image from Google, you can clearly see it is only high/low:
Not really sure what LR's thinking was behind the decision. Not sure if it was cost based, trying to make it simpler for the driver with less options/levers or over confidence in the TCS system. Or maybe even just marketing as the Td5 Defenders all had difflock as standard.
The system does work without difflock, but the TCS has to work overtime as it has a lot more to do. Vehicles like the p38 Range Rover or Freelander don't have a centre difflock either, but they both use a form of limited slip centre diff which makes a big difference.
But your comments on the rest of it is interesting. Also I have heard that there could be conflict between the use of CDL and the TC.If you convert it yourself, which isn't difficult if you have the bits in the box, I understand if you want to use the CDL you are best selecting it before starting the motor to not trouble the TC too much!
MJI
Well-Known Member
Because stall speed is higher than maximum torque revs.
300bhp/ton
Well-Known Member
From memory, maximum torque for a D2 TD5 auto is a little below 2000 revs, and the stall speed is about 2600?
BHP is usually at max revs but highest torque is typically for a diesel at about 2k revs.
So it depends on whether by "power" you mean BHP or torque.
300bhp/ton
Well-Known Member
Quick Google and it looks like PEAK torque is more like 2500rpm.
Power is power.....
There is a clue in the acronym If performance is what you are after, a higher stall should still give the best performance. A lower stall is going to be more refined, which is what the owner comments suggest on the product page.
For a start I said "on a Disco Auto TD5..."
Have now been bothered to look this up.
So on a Disco,
max power (DIN) 101 kW @4200 rpm, (131.3 bhp)
Max torque 315 Nm @1950.
so even max power doesn't occur at max revs, which are (governed) 4850.
and these figures can be found all over LZ as well as other places. So your tuning bod... dunno what they are on about.
Backed up here:
www.car.info
and here
en.wikipedia.org
The figures vary a little depending on where you look, but not much. For some reason I cannot get my version of RAVE to open up. Maybe soemone else can.
and I never commented on the benefits of higher or lower stall speed. As I don't much give a toss!
Lock up on the other hand..... yes I would like that to be a bit lower so I get it at normal road speeds in the now lower speed limits to be found all over France!
Have now been bothered to look this up.
So on a Disco,
max power (DIN) 101 kW @4200 rpm, (131.3 bhp)
Max torque 315 Nm @1950.
so even max power doesn't occur at max revs, which are (governed) 4850.
and these figures can be found all over LZ as well as other places. So your tuning bod... dunno what they are on about.
Backed up here:
Land Rover Defender 2.5 TD5 4x4 L316 Name-update
There are 1,110 registered Land Rover Defender 2.5 TD5 4x4 L316 Name-update in Sweden, of which 29 ara for sale with current classifieds right now. Average price of current classifieds: 250,000 SEK.
www.car.info
and here
Land Rover engines - Wikipedia
and I never commented on the benefits of higher or lower stall speed. As I don't much give a toss!
Lock up on the other hand..... yes I would like that to be a bit lower so I get it at normal road speeds in the now lower speed limits to be found all over France!
300bhp/ton
Well-Known Member
What tuning bod? Are you arguing only with yourself or someone else?For a start I said "on a Disco Auto TD5..."
Have now been bothered to look this up.
So on a Disco,
max power (DIN) 101 kW @4200 rpm, (131.3 bhp)
Max torque 315 Nm @1950.
so even max power doesn't occur at max revs, which are (governed) 4850.
and these figures can be found all over LZ as well as other places. So your tuning bod... dunno what they are on about.
Backed up here:
Land Rover Defender 2.5 TD5 4x4 L316 Name-update
There are 1,110 registered Land Rover Defender 2.5 TD5 4x4 L316 Name-update in Sweden, of which 29 ara for sale with current classifieds right now. Average price of current classifieds: 250,000 SEK.
and here
The figures vary a little depending on where you look, but not much. For some reason I cannot get my version of RAVE to open up. Maybe soemone else can.Land Rover engines - Wikipedia
and I never commented on the benefits of higher or lower stall speed. As I don't much give a toss!
Lock up on the other hand..... yes I would like that to be a bit lower so I get it at normal road speeds in the now lower speed limits to be found all over France!
1988smithy
Well-Known Member
Those figures are defender, 122bhpQuick Google and it looks like PEAK torque is more like 2500rpm.
Power is power.....
If performance is what you are after, a higher stall should still give the best performance. A lower stall is going to be more refined, which is what the owner comments suggest on the product page.
MJI
Well-Known Member
Just over 3000 rpm
Common with remapped TD5s, needed if going over 170bhp as the small one cannot handle the power.
My bad, I thought you were asking about a standard TD5.What tuning bod? Are you arguing only with yourself or someone else?
Still waiting for the OP to get back to us about all this.
CBA with arguments about BHP Tok etc!
CBA with arguments about BHP Tok etc!
