Shackleton wrote:

.....lump that I can run bio fuels in

This might help in deciding

Quote:

GENERAL
The TDV6 engine has an Electronic Diesel Control (EDC) engine management system supplied by Siemens. The system is controlled by an Engine Control Module (ECM) and is able to monitor, adapt and precisely control the fuel injection. The ECM uses multiple sensor inputs and precision control of actuators to achieve optimum performance during all driving conditions.

The ECM controls fuel delivery to all six cylinders via a Common Rail (CR) injection system. The CR system uses a fuel rail to accumulate highly pressurised fuel and feed the six, electronically controlled injectors. The fuel rail is located in close proximity to the injectors, which assists in maintaining full system pressure at each injector at all times.

The ECM uses the drive by wire principle for acceleration control. There are no control cables or physical connections between the accelerator pedal and the engine. Accelerator pedal demand is communicated to the ECM by two potentiometers located in a throttle position sensor. The ECM uses the two signals to determine the position, rate of movement and direction of movement of the pedal. The ECM then uses this data, along with other engine information from other sensors, to achieve the optimum engine response.

The ECM processes information from the following input sources:
Crankshaft sensor (CKP)
Camshaft sensor (CMP)
Manifold air temperature and pressure
Coolant temperature
Oil temperature
Inlet air flow and temperature
Fuel rail temperature
Knock sensors (one per cylinder bank)

The ECM outputs controlling signals to the following sensors and actuator:
Fuel injectors
Cooling fan solenoid
Electronic Throttle
Electronic vane controlled turbo
Port deactivation
Fuel pressure control valve
Fuel volume control valve
E-box fan
Engine mounts
Electronic EGR
Glow plugs
ECM


Inputs

The ECM has the following inputs:
Engine Coolant Temperature
Clutch Switch (via electric park brake control module)
Stop lamp switch (via ABS control module on CAN)
Manifold Absolute Pressure
Throttle Pedal Position 1
Throttle Pedal Position 2
Electronic throttle Position
Viscous Fan Speed
Engine speed and position sensor (crankshaft sensor)
Camshaft position sensor
Engine Oil Temperature
Speed Control Switches (resistive ladders)
Vehicle Speed (via CAN bus)
Generator Monitor
Restraints Control Module
Manifold Absolute Pressure and Inlet Air Temperature
Outputs

The ECM outputs to the following:
Throttle Actuator
Fuel injectors (6)
EGR Valves
Engine Cooling Fan
Fuel pump relay
Starter Relay
Air conditioning condenser fan module
EMS Main Relay
Viscous Fan Control
Generator Control

The ECM connected to the vehicle harnesses via three connectors. The ECM contains data processors and memory microchips. The output signals to the actuators are in the form of ground paths provided by driver circuits within the ECM. The ECM driver circuits produce heat during normal operation and dissipate this heat via the casing. The fan in the E-box assists with the cooling process by maintaining a constant temperature with the E-box. The fan is controlled by a thermostatic switch located in the E-box. The E-box has pipe connections to the vehicle interior and receives additional cooled air via the A/C system. Some sensors receive a regulated voltage supplied by the ECM. This avoids incorrect signals caused by voltage drop during cranking.

The ECM performs self diagnostic routines and stores fault codes in its memory. These fault codes and diagnostics can be accessed using T4. If the ECM is to be replaced, the new ECM is supplied 'blank' and must be configured to the vehicle using T4. A 'flash' Electronic Erasable Programmable Read Only Memory (EEPROM) allows the ECM to be externally configured, using T4, with market specific or new tune information up to 14 times. If a fifteenth update is required the ECM must be replaced. The current engine tune data can be accessed and read using T4.

When a new ECM is fitted, it must also be synchronised to the immobilisation control module using T4. ECM's cannot be 'swapped' between vehicles.

The ECM is connected to the engine sensors which allow it to monitor the engine operating conditions. The ECM processes these signals and decides the actions necessary to maintain optimum engine performance in terms of driveability, fuel efficiency and exhaust emissions. The memory of the ECM is programmed with instructions for how to control the engine, this known as the strategy. The memory also contains data in the form of maps which the ECM uses as a basis for fuelling and emission control. By comparing the information from the sensors to the to the data in the maps, the ECM is able to calculate the various output requirements. The ECM contains an adaptive strategy which updates the system when components vary due to production tolerances or ageing.

The ECM receives a vehicle speed signal on a CAN bus connection from the ABS Control Module. Vehicle speed is an important input to the ECM strategies. The ABS control module derives the speed signal from the ABS wheel speed sensors. The frequency of this signal changes according to road speed. The ECM uses this signal to determine the following:

How much to reduce engine torque during gear changes.
When to permit speed control operation.
To control the operation of the speed control system.
Implementation of the idle strategy when the vehicle is stationary.

Auto Transmission
CONTROLLER AREA NETWORK (CAN)
The high speed CAN broadcast bus network is used to connect the powertrain modules. The CAN bus is connected between the following electronic units:

High Speed CAN Bus
TCM
Instrument cluster
Air suspension module
Steering angle sensor
Rear differential module
Centre console switch pack
Electric park brake module
Restraints control module
Engine Control Module (ECM)
ABS control module
Adaptive front lighting control module
Transfer box control module
Adaptive cruise control module
Diagnostic socket.
The CAN bus allows a fast exchange of data between modules. The CAN bus comprises two wires which are identified as CAN high (H) and CAN low (L). The two wires are coloured yellow/black (H) and yellow/brown (L) and are twisted together to minimise electromagnetic interference (noise) produced by the CAN bus messages. For additional information, refer to Communications Network (418-00 )


In the event of CAN bus failure, the following symptoms may be observed:


Transmission operates in default mode
Torque converter lock-up clutch control is disabled
Gear position indication in instrument cluster message centre inoperative (this will also occur with any transmission fault).
DRIVING MODES
There are a number of different driving modes of operation. Some can be selected by the driver and some are automatically initiated by the TCM during driving:


Normal mode
Sport mode
Manual (CommandShiftâ„¢) mode
Adaptive Shift Strategy (ASIS)
Hill Descent Control (HDC) mode
Cruise mode
Hill mode
Default (Limp home) mode
Reverse lock-out mode
Cooling strategy.
Curve recognition mode
Fast off recognition
Normal Mode
Normal mode is automatically selected by the TCM on power up. In this mode all automatic and adaptive modes are active. Normal mode uses gear shift and lock-up maps to allow for vehicle operation which offers fuel consumption and emissions or driveability depending on the driving style. If the transmission is operated in sport or manual mode and the selector lever is moved to the 'D' position, normal mode is automatically resumed.


Sport Mode
The sport mode operates in high range only and provides enhanced acceleration and responsiveness. In sport mode the TCM uses shift maps which allow the transmission to downshift more readily, hold gears for longer at higher engine speeds, and limits the transmission to the first five gears (6th gear is not used).

Sport mode is selected by moving the selector lever to the left into the 'M/S' position. When the sport mode is first selected, 'SPORT' is displayed in the message centre for 6 seconds and, if 6th gear is currently engaged, the TCM downshifts to 5th.


Manual (CommandShiftâ„¢) Mode
Manual mode allows the transmission to operate as a semi-automatic 'CommandShiftâ„¢' unit. The driver can change up and down the six forward gears with the freedom of a manual transmission.

Shift maps are provided for manual mode to protect the engine at high engine speeds. The TCM will automatically change up to a higher gear ratio to prevent engine overspeed and change down to a lower gear ratio to avoid engine labouring and stalling.

When kickdown is requested the TCM downshifts at least 2 gears.

When the vehicle is stationary, to drive off the driver can select 1st , 2nd or 3rd gear in low and high range. Any other gear selection will be rejected by the TCM.

When driving off, upshifts can be pre-selected by making + selections with the selector lever for the number of upshifts required. The TCM then automatically performs a corresponding number of upshifts when the appropriate shift points are reached. So, for example, when starting off in 1st gear, if three + selections are made in quick succession, the TCM will automatically change up through the box to 4th gear as the vehicle accelerates, without any further selections being made.

In manual mode a low gear can be selected to provide engine braking for descending a slope without HDC or continuous use of the brake pedal. The driver can prepare for the end of the descent by moving the selector lever to D. The TCM will maintain the low gear and only revert to automatic shift control when the throttle is opened and vehicle speed increases.


Adaptive Shift Strategy (ASIS)
The ASIS system is a new feature on automatic transmissions. With the TCM linked via the CAN bus to other vehicle systems, signals are received which can allow the TCM to calculate the way in which the vehicle is being driven. The type of signals include the following:


Longitudinal and lateral acceleration
Engine speed
Engine torque
Oil temperature
Accelerator pedal position
Wheel speed.
Using these signals, additional transmission control can be obtained. The TCM can calculate when the vehicle is cornering, all wheels are gripping, the driver is braking or if the driver is accelerating. This is the conventional 'Adaptive' transmission control. ASIS uses this system but adds the continuous adaptation of the gear changes to the individual driving style of the driver.


HDC Mode
The HDC mode assists the ABS module in controlling the downhill speed of the vehicle. When HDC is selected on, the ABS module selects the most appropriate gear for the descent, to maximise engine braking.


Cruise Mode
When speed control is activated, the TCM receives a cruise active message on the CAN bus. The TCM activates a speed control map which prevents locking and unlocking of the torque converter clutch and minimises up and down shifts.


Hill Mode
Hill mode is initiated by the TCM when the engine torque, via ECM signals on the CAN bus, exceeds the theoretical load curve for normal operation. The TCM monitors this signal to determine when the vehicle is travelling up or down a steep gradient.

In hill mode the TCM adopts one of four shift maps, three uphill and one downhill. The shift map chosen depends on the severity of the slope as determined from the engine signals and the appropriate gear is selected to assist with the ascent or descent.

Hill mode can also be initiated when the vehicle is at very high altitudes or ambient temperatures, and also when the vehicle is towing.


Default (Limp Home) Mode
If a transmission fault is detected by the TCM, the TCM adopts a limp home mode strategy. 'TRANS. FAILSAFE' is displayed in the message centre and, if the fault has an effect on engine emissions, the MIL will also be illuminated.

In default mode, P, R and N functions operate normally (if the fault allows these selections) and the TCM locks the transmission in 3rd or 5th gear to allow the driver to take the vehicle to the nearest dealer. The torque converter lock-up clutch is disabled and reverse lock-out will not function.

If the vehicle is stopped and subsequently restarted in the default mode condition, the TCM operates normally until the fault which caused the condition is detected again.

When limp home mode is active, the gear position indicator will show one of the following letters which defines the fault type:


'F' - transmission is operating in limp home mode
'H' - transmission has reached overheat threshold temperature and transmission is operating in limp home mode
'E' - CAN bus is off and transmission is operating in limp home mode.
If electrical power is lost and the transmission is operating in mechanical limp home mode, the selector lever will not be locked in the 'N' position by the shift interlock solenoid. The lever will be locked in the 'P' position and can only be released by using the interlock emergency release lever or by correcting the electrical fault.


Reverse Lock-Out Mode
When the vehicle is travelling forwards, selecting reverse could cause transmission damage. To protect against this, reverse gear is prohibited if the vehicle is travelling forwards at a road speed above 5 mph (8 km/h).


Cooling Strategy
The purpose of the cooling strategy is to reduce engine and transmission temperatures during high load conditions, when towing a trailer for example. Under these conditions the engine and transmission may generate excessive heat.

If the transmission fluid temperature increases to 125ºC (257ºF) or higher, the TCM employs the cooling strategy. The message 'TRANSMISSION OVERHEAT' is displayed in the message center.

The strategy uses a specific shift and torque converter lock-up clutch map. This map allows torque converter clutch lock-up and gear shifts to operate outside of their normal operation. This will reduce the engine speed and/or slip in the torque converter, therefore reducing heat generated by the engine and the transmission.

If the transmission fluid temperature increases to 137ºC (278ºF) or higher, the transmission will use the default (limp home mode). 'H' is displayed in the gear position indicator. If the temperature exceeds 140ºC (284ºF), CAN bus transmission is disabled and 'E' is displayed in the gear position indicator.

The cooling strategy is cancelled when the transmission fluid temperature decreases to less than 120ºC (248ºF) or below.


Curve Recognition
Curve recognition is activated when high levels of lateral acceleration and/or steering angle are detected via the ABS module and steering angle sensor signals on the CAN bus. When this condition is detected, the TCM prevents the transmission from changing to a higher gear to assist with cornering. When the vehicle completes it manoeuvre, the transmission will shift to the correct ratio.


Fast Off Recognition
Fast off recognition is activated when the TCM detects that the driver has backed off the accelerator pedal quickly in a 'change of mind' manoeuvre. This is detected by monitoring for a high level of negative pedal angle from the engine control module signal on the CAN bus. If this condition is detected, the TCM holds the current gear ratio to allow the driver to complete his original action without the need for a downshift. The mode remains active for a predetermined time period or if the driving style remains passive.

TRANSMISSION FAULT STATUS
If the TCM detects a fault with the transmission system, it will enter a default mode to prevent further damage to the transmission and allow the vehicle to be driven.

When a fault is detected a CAN message is sent from the TCM and is received by the instrument cluster. The instrument cluster illuminates the MIL and displays 'TRANS. FAILSAFE' in the message centre.

Some transmission faults may not illuminate the MIL or display a fault message, but the driver may notice a reduction in shift quality.


ENGINE SPEED AND TORQUE MONITORING
The ECM constantly supplies the TCM with information on engine speed and torque through messages on the CAN bus. The TCM uses this information to calculate the correct and appropriate timing of shift changes.

If the messages are not received by the ECM, the TCM will implement a back-up strategy to protect the transmission from damage and allow the vehicle to be driven.

In the event of an engine speed or torque signal failure, the transmission will adopt the electrical limp home mode with the transmission operating in a fixed gear.

If you've got this far, it's clear that many of the D3's systems are tightly integrated. To install the engine with either an auto or manual 'box will require a lot of re-engineering to various systems, I think the TDV6 + Manual box is possible, the auto 'box is just too integrated with other systems to be viable (unless you happen to be a systems eng. at LR )

Chris200100 wrote:

I'm looking into fitting a supercharged V8 into a defender 90 at some point when I get a defender.