sierrafery said:
If FL3 is OK measure for voltage in the OBD socket across pins 16 - 4 , 16 - 5 and 16 - body and report the results

obd2_connector.png
Click to expand...
OK the values are as follows 16-4 10.5v
16-5 9.8v
16-Earth 10.5v

I have lost the use of the nanocom so tried a cheap reader which gave the following faults.
1/Manifold circuit pressure fault.
2/Inlet air temp fault.
3/Multiplex input air fault.
4/1% voltage fault.
5/Drive demand d3 fault.
6/Ambient pressure circuit fault.

I am sure that lot means something to you but has lost me.
Regards
Paul
 
Paul Wootton said:
OK the values are as follows 16-4 10.5v
16-5 9.8v
16-Earth 10.5v

I have lost the use of the nanocom so tried a cheap reader which gave the following faults.
1/Manifold circuit pressure fault.
2/Inlet air temp fault.
3/Multiplex input air fault.
4/1% voltage fault.
5/Drive demand d3 fault.
6/Ambient pressure circuit fault.

I am sure that lot means something to you but has lost me.
Regards
Paul
Click to expand...
It probably means nothing as the td5 is not obd2 compliant, so it needs a dedicated tester to read its faults
 
The voltages on that path are the same like on the ECU so it's not strange it doesnt start cos the ECU needs above 10.5 V to open the injectors and that voltage drops more while cranking, yoy have to charge up the battery to get above 10.5V while cranking then if it starts see if you have charging cos it's possibe that your alternatror died and that's why the engine stopped as the ECU missed the voltage
 
I dont know a thing about the nano com. My guess re the misfire would be over boost. Check the waste gate isnt seized and if the modulator is suspect it can be plumbed in like the td5 defender
 
johnlad said:
It probably means nothing as the td5 is not obd2 compliant, so it needs a dedicated tester to read its faults
Click to expand...
We remind you that the EOBD standard is governed by legislation that states that vehicles must be compatible from a specific date
 
sierrafery said:
maybe in a Defender, here it's about a D2, that relay is in the engine bay fusebox R9 and it has nothing to do with the OBD socket's feed
Click to expand...
Yes I see now it's a D2, and the live feed for the socket is not related to the main relay, when I plugged the nanocom in it booted up fine so the 12v dc was there but when I tried to read the faults it gave a message can't communicate, when I changed the main relay it immediately started to communicate and the pump started up plus the heater plug lights came on, then I tried starting it was a bit reluctant so I ran the bleed sequence and it then started ok.
 
I had these errors on code reader

1/Manifold circuit pressure fault.
2/Inlet air temp fault.
3/Multiplex input air fault.
4/1% voltage fault.
5/Drive demand d3 fault.
6/Ambient pressure circuit fault.

Was oil in ECU plug (under driver seat) - Cleaned it out with brake cleaner then contact cleaner and misfire/cutout stopped immediately - Need to change the injector loom now before it drips in more oil.
 
sierrafery said:
I thought we were in the discovery section here :confused: ... almost one year ago
Click to expand...

Yes, its old - but time is no matter on a search - Main thing is finding out resolutions and what worked - Nothing worse than dead ends to these things and not finding out what happened eh?
 
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