EYorkshire wrote:

......when I floor it has my arse clinched sometimes. Nothing then whoosh, she's away.....

Isn't a 'Whoosh' a cross between a sh&t and a fart .......and what's known in the trade as a 'Shart'

A shart round these parts is often worn with a tie

taztastic wrote:

A shart round these parts is often worn with a tie

 59 TD4e XS in galway green

When the SD4 was ist announced I posted a link, I think from an Austrailian web site, listing all of the changes and there was a lot more than just a bigger turbo. I have to say having traded from a TD4 auto to a SD4 auto I notice very little difference. I do not feel it is signicantly quicker, although that might be that I am just not using the extra power and am still driving at the same speeds as before. Something to consider before choosing the SD4, will you use/do you need the extra power and expense. I cannot say the engine is significantly quieter or smoother than the old TD4. I do believe there are BIG variations between the same cars, some seem to be much smoother/quieter/more economical with smoother gear changes, If you get a good one you have a great car.

New TD4 and SD4 are identical with different mapping.

But differences over the old TD4 are :-

Same size turbo but with different compressor blade profiles to create more boost for longer. This improves efficiency.
Modified water galleries in the cylinder head.
The latest version of ECU

The bottom end is still identical to the old engine. Freelander 2 HSE Lux 2013MY - Barolo Black with Ivory Leather. Alpine DVD - Privacy -Evoque 20" Dynamic Wheels and more to come.........

taztastic wrote:

A shart round these parts is often worn with a tie

often but not always  2002 Honda VFR800
2002 Toyota Celica 140 Silver (mid life crisis - again!)
2007 FL2 GS Manual Army Reconnaissance Green + freel2.com sticker
2004 Toyota Celica 140 Black - Gone
2000 Toyota Celica 140 Silver - Gone
1998 Toyota Celica ST Pearl Green - Gone
1996 Nissan Primera 1.6 - Gone
1994 Rover Montego 1.6 Auto - Gone

Add to the list different camshafts...

Are you saying the TD4 and SD4 has different profiles Alex or made stronger

alex_pescaru wrote:

Add to the list different camshafts...

EYorkshire wrote:

Are you saying the TD4 and SD4 has different profiles Alex or made stronger

Old 152/160PS TD4 vs. new 150/190PS TD4/SD4.
The cams are different. At least from design/strength point of view. And of course the part numbers differ.
The problems with old camshafts continue to appear...
See:
http://lr-club.ru/index.php?showtopic=22975
and
http://www.freel2.com/forum/topic10702.html

alex_pescaru wrote:

Old 152/160PS TD4 vs. new 150/190PS TD4/SD4.
The cams are different. At least from design/strength point of view. And of course the part numbers differ.
The problems with old camshafts continue to appear...
See:
http://lr-club.ru/index.php?showtopic=22975
and
http://www.freel2.com/forum/topic10702.html

This was lifted from the Austrailian LR website, as can be seen it is far more than justa re-map.

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.