parallax33
Member Since: 29 Jul 2011
Location: Chandlers Ford
Posts: 316
 
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He He, I am also picking up my new SD4 on Saturday, moving from a manual  This will be a good poll, there is not enough info around about the differences.
From my own experience, I have had a manual TD4 from new 1 year ago, and the gearbox has been driving me crazy. In my opinion the clutch is weak under the slightest of increased revs (I even managed to burn it out going over a kerb stone). The ratio between 1st and 2nd is also really slow from the off - I really have not been compatible with that car.
Ive had quite a number of issues with the car and it has been in for around 20 times now... On many of those occasions I have had a loan car, I have had a manual, and an auto TD4 and also an auto SD4. The manuals i borrowed all had the same gear ratio issue (obviously), but were a lot smoother to drive than mine....
The TD4 auto was good, and was a much more confident drive than the manual. I also noticed that it had a smooth gear change.
The SD4 seemed far more smooth on acceleration, and had more grunt low down in the revs. Both were pretty quick accelerating once on the motorway.
So, I talked through the dilemma with my local dealer principle and we came to an agreement which essentially wrote off the loss on my current car and put me into a brand new SD4 
Looking forward to Saturday  2012 DISCOVERY 4 GS AUTO ORKNEY GREY
2012 FREELANDER 2 SD4 GS AUTO BALTIC BLUE - GONE
2011 FREELANDER 2 TD4 GS MANUAL BALI BLUE - GONE
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13th Aug 2012 8:45 pm |
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wizking
Member Since: 18 Mar 2010
Location: Around
Posts: 1848
 
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A bit of reading for you Kal-El....
New diesel 110kW TD4 and 140kW SD4 in detail
The successful 110kW direct injection turbo diesel has been upgraded in two forms, 110kW available on the TD4, and 140kW available on the SD4. Both produce 20Nm more torque taking both versions to a substantial 420Nm for punchy, refined performance.
Both versions have a new variable geometry turbocharger and are re-calibrated from scratch to deliver the new levels of power. The use of an Intelligent Power Management System (IPMS) provides ‘smart charging’ of the battery by recovering kinetic energy when the vehicle is slowing wherever possible, rather than consuming fuel by charging when the vehicle is accelerating.
Developed especially for this engine, the new variable geometry turbocharger is now water-cooled enabling it to run at a higher temperature thus enabling lower levels of emissions, power and torque. The engine has also been fitted with a new, more powerful ECU to handle the increased emissions requirements. The engine is fitted with a common rail system with fuel delivered by high-speed piezo injectors.
For the first time, the Freelander 2 diesel powertrains are compatible with 10 percent biodiesel rather than five percent. The piston rings have been revised to reduce friction. The main bearings have also been improved in line with the additional power and torque and the engine sump has been fitted with a cover to reduce radiated noise from the bottom of the engine.
The engine cover is made from materials which can be recycled at the end of the vehicle's life. The front timing cover has been re-designed with extra ribbing to reduce radiated noise. The package of NVH improvements is completed by the addition of an ‘injector sock’, a soft rubberised layer fitted on top of the engine and beneath the engine cover to absorb injector noise. A new sensor located in the exhaust manifold enables more accurate monitoring of internal turbocharger temperatures. Greater accuracy given by the new sensor system allows the functionality of the turbocharger to be further exploited to improve efficiency without compromising robustness.
These improvements make a substantial difference to refinement and economy and the measures to reduce radiated noise combine to reduce engine noise levels by a substantial 2db. The CO2 emissions of the 110kW Freelander 2.2 litre diesel manual are now 174g/km and 185g/km (manufacturer's estimates) for both the 110kW TD4 and 140kW SD4 automatics. Correspondingly, fuel consumption of the 110kW Freelander TD4 manual is 6.6L/100km.
Despite the reductions in consumption and emissions, there’s been no compromise in performance. The 110kW Freelander TD4 manual and automatic, accelerate from rest to 100kph in 11.7 and 11.2 seconds, matching their predecessor. The 140kW Freelander SD4 automatic completes the same task in 9.5 seconds. The top speed of the both manual and automatic Freelander TD4 also remains unchanged at,181kph while the Freelander SD4 automatic can reach 190kph. Diesel models have also been fitted with a fuel tank mis-fuelling device as standard to prevent drivers accidentally filling up with petrol.
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14th Aug 2012 6:15 am |
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mudslinger
Member Since: 10 Jun 2010
Location: Deep in a cave in the hills
Posts: 1035
 
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wizking wrote:A bit of reading for you Kal-El....
New diesel 110kW TD4 and 140kW SD4 in detail
The successful 110kW direct injection turbo diesel has been upgraded in two forms, 110kW available on the TD4, and 140kW available on the SD4. Both produce 20Nm more torque taking both versions to a substantial 420Nm for punchy, refined performance.
Both versions have a new variable geometry turbocharger and are re-calibrated from scratch to deliver the new levels of power. The use of an Intelligent Power Management System (IPMS) provides ‘smart charging’ of the battery by recovering kinetic energy when the vehicle is slowing wherever possible, rather than consuming fuel by charging when the vehicle is accelerating.
Developed especially for this engine, the new variable geometry turbocharger is now water-cooled enabling it to run at a higher temperature thus enabling lower levels of emissions, power and torque. The engine has also been fitted with a new, more powerful ECU to handle the increased emissions requirements. The engine is fitted with a common rail system with fuel delivered by high-speed piezo injectors.
For the first time, the Freelander 2 diesel powertrains are compatible with 10 percent biodiesel rather than five percent. The piston rings have been revised to reduce friction. The main bearings have also been improved in line with the additional power and torque and the engine sump has been fitted with a cover to reduce radiated noise from the bottom of the engine.
The engine cover is made from materials which can be recycled at the end of the vehicle's life. The front timing cover has been re-designed with extra ribbing to reduce radiated noise. The package of NVH improvements is completed by the addition of an ‘injector sock’, a soft rubberised layer fitted on top of the engine and beneath the engine cover to absorb injector noise. A new sensor located in the exhaust manifold enables more accurate monitoring of internal turbocharger temperatures. Greater accuracy given by the new sensor system allows the functionality of the turbocharger to be further exploited to improve efficiency without compromising robustness.
These improvements make a substantial difference to refinement and economy and the measures to reduce radiated noise combine to reduce engine noise levels by a substantial 2db. The CO2 emissions of the 110kW Freelander 2.2 litre diesel manual are now 174g/km and 185g/km (manufacturer's estimates) for both the 110kW TD4 and 140kW SD4 automatics. Correspondingly, fuel consumption of the 110kW Freelander TD4 manual is 6.6L/100km.
Despite the reductions in consumption and emissions, there’s been no compromise in performance. The 110kW Freelander TD4 manual and automatic, accelerate from rest to 100kph in 11.7 and 11.2 seconds, matching their predecessor. The 140kW Freelander SD4 automatic completes the same task in 9.5 seconds. The top speed of the both manual and automatic Freelander TD4 also remains unchanged at,181kph while the Freelander SD4 automatic can reach 190kph. Diesel models have also been fitted with a fuel tank mis-fuelling device as standard to prevent drivers accidentally filling up with petrol.
Well done wizking that is good stuff, wish the salesman had told me that.
would have bought my sd4 sooner !!  Wales
Were the mud is thicker, and the ruts are deeper.
(And we have the water to wash it off, and more on the way..! )
Sd4 and chrome Ar*e piece, Auto box for best fun
09 Xs Gone
12 xs Gone
HSE with Leather seats and 4 years warrenty.. staying for now !
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14th Aug 2012 6:35 am |
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EYorkshire
Member Since: 18 Nov 2010
Location: (!)
Posts: 4392
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I had a TD4e manual before my SD4.
The extra power is only more noticeable in the mid to top of the rev range, it doesn't run out of 'puff' as quickly. Same torque equates to same low down grunt and more power equates to longer lasting grunt.
I loved my 'manual' gearbox in the TD4e, it was smooth changing, quiet and accurate and if the SD4 was available in 'manual' it would have been my choice if I didn't want a tow car.
Because I tow I chose 'auto' partly because of the ease of driving and no dreaded clutch to burn out as reverse is too high on the 'manual and it basically ain't up to the job.
The 'auto' can be as smooth or jerky as you want, it's all dependant on your own driving. It's obvious that if you are wanting to 'bomb on' on country roads then the auto will try to accommodate your driving attitude and changes will quicken and can be interpreted as more 'jerky'. The auto will learn your driving habit and adapt, and it can be a smooth drive if allowed.
MPG, I don't care, I did it a few times because I was bored. If I did I would have bought a battery car.
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14th Aug 2012 7:10 am |
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. I did consider the TD4 manual and auto.
(Impatient 
