Yes you're right... wrong circuit diagram... and here below goes the right one.

Relay seats next to blower (connector C0153).

PM me your VIN & will determine exact trim and related part numbers.

Disconnect turbo air intake hose and check bearing play. Radial play (side to side) should be less than 2.5 mm Axial play (along shaft) should be less than 0.2 mm and is the critical one.

https://blackbox-solutions.com/shop/

Personally like Nanocom better. Plus on a Defender Hawkeye has no real benefits over Nanocom as you won't need to read air bags or auto transmission. Actually quite the opposite since Nanocom would allow remapping over email.

The only way to tell whether the fuel pump is working PROPERLY is to measure output pressure across the entire engine load range, as it can run brilliantly at idle when fuel consumption is low, but starve the engine at higher loads (not enough pressure means not enough volume). The fuel...

Fuel pump inside fuel tank. First things to check would be fuel & air filter, but assume you done this already.

There's no wastegate modulator in the Td5 Defender but it could be a malfunctioning actuator, however this would generally lead to an overboost situation (late wastegate operation due to blocked or punctured air hose, or stuck actuator). Possible causes: Fuel sender Fuel pressure regulator MAF...

I'd bet those are glow plug connectors #3 and #4, they can be plugged in any order (even mixed up with the other 2 if cable length would permit). Look for the engine harness split underneath the inlet manifold somewhere between #3 and #5 cylinders, from where the thick starter motor cable runs...

I insist...

Have recently done an engine harness and those definitely look like glow plug connectors.

For the sake of curiosity I checked a bad MAF (a real bad one): Pins 1-2 = 16.8 kohm Pins 1-3 = 6.23 Mohm Pins 2-3 = 6.25 Mohm So then all MAFs, either good or bad, have the same conductivity between pins 1-2, and conductivity between pins 1-3 and 2-3 appears to decrease as the MAF...

Resistivity values from a known good MAF sensor: Pins 1-2 = 16.8 kohm Pins 1-3 = ~34 Mohm Pins 2-3 = ~34 Mohm

See my reply to your original post http://www.landyzone.co.uk/lz/f8/d-2-some-problems-137717-3.html#post1470062 How was the said MAF reading taken (ignition off/ignition on/engine on)? What MAF value did Hawkeye show when MAF was disconnected?

The MAF sensor gets battery voltage from the main relay in the engine compartment fusebox. This 12 volt supply is provided via fuse 2 and received at pin 3 of the sensor connector. Signal output to the ECU is a variable voltage proportional to the air drawn into the engine, measured at pin 11...

Live fuel and coolant temperature, inlet manifold air pressure (boost pressure) and temperature and MAF readings, just to mention a few. Nanocom can be used to write tuned fuel maps to the ECU (believe FaultMate can as well).

As you're evidently becoming a Td5 enthusiast, may I suggest you invest in a diagnostics tool (e.g. Hawkeye, Nanocom, Faultmate, etc.). Apart from diagnosing problems, they prove invaluable when it comes to optimising as well as maintaining performance.

Did not imply your piston rings are gone, just letting more combustion gas through (increased compression & temperature due to remap?). A stuck valve would have much more noticeable consequences I'd think. Carbon deposits on valve seat(s) possibly, but not with that sort of mileage. The...

Blow-by combustion gases (bypassing piston rings). Cannot be stopped unless you change piston rings, polish cylinder bores, etc. Can be dealt with by installing a CCV (Closed Crankcase Ventilation) oil separator i.e. Mann+Hummel ProVent. Full pdf brochure.