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The oil pressure switch is earthed locally through its body, as such is wired with just a single conductor.

The restrictor is to be fitted within the old style fuel cooler (pre MY02 vehicles) and per LR is to 'improve durability of the radiator'... See the accompanying TSB.

My bad Filbee, jumped to my guns without actually paying proper attention to what you were saying. The black rubbery hose connects to the air filter box lid (clean air side), just under/aft of the AAP sensor. When the EGR system modulators (electrically operated vacuum control valves) are...

The solenoid feed connects to the vacuum line running from the vacuum pump in front of the alternator, back to the brake servo pump. Not only this feed should be disconnected when getting rid of EGR functionality, but for the sake of tidiness both modulators (ILT/EGR) and the related plumbing...

Took a look at your data. The only obvious issue is the air flow data, or lack of rather, indicating the MAF sensor is either disconnected or completely done. The engine will run without a MAF but performance will be impaired. Depending on the engine management version in use (EU2/EU3), engine...

Strictly speaking, yes, that is the fuel pressure regulator, however in the Td5 'environment' the whole block including the regulator is commonly known as the FPR, and the piece you're holding is the 'FPR insert'. Apologise for any confusion here. So the OEM FPR insert is the Bosch one as...

Doesn't look like it. That's more like an aftermarket one. See pics below. Viton o-rings are typically brown or light green. Black o-rings are generally Buna/Nitrile etc & given hot diesel and time will fail/leak.

There are (3) types of FPR (fuel pressure regulator): 1- Very early type of EU2 FPR fitted to engines up to 10P15967B, P/N MSO00010 and the correct gasket is P/N MSX100080 2- Replacement EU2 FPR design fitted to engines from 10P15968B to the end of EU2 engine production, P/N MSO000080 (now P/N...

Euro 3 spec: higher fuel injection pressure, cooled EGR, catalytic converter, etc.

NNW500930 is a combination map of Variant ID map NNV500120 (svtnp005) and Fuel Map NNS500400 (svloe005). This combination was used in the NNN000120 ECU only (so there's your ECU type) and corresponds to a EU3 D110 Defender.

A bit late in the game though for what it's worth... Would not mess about with the core plug as it is jammed in place and not that thick. Rivnuts are non-sealing plus require a flat surface & constant material thickness to set properly. Was planning to tap into the manifold just aft of where...

The fuel system is pressurised so not possible for air to get in... only fuel gets out... The problem you are most likely having is a common one with this engine (and many others) and relates to combustion gas leaking through the copper washer at the tip of each injector that seals the...

This post is about my experience fixing the classic oil-in-coolant problem that many Td5 owners run into. This happened some 2-years ago, but finally going out to the press. It all started with the usual oil stain in the expansion tank (aka coolant reservoir). It did not take very long for the...

Thanks Shifty, though being an intermittent problem ('on-off switch') sort of rules that out wouldn't you think?

Did you replace the lip seal? AFAIK it is not reusable... Nippon Denso p/n 081103-0080

It's voltage limiter in essence.

A mates Td5 Defender (2006) is making lots of intermittent black smoke. New fuel pump, new FPR, new injector o-rings & washers. New turbo hoses. Boost pressure as well as other fueling parameters all in good order. No oil consumption. No significant blow-by. Installed known good...

ACEA Sequences B5 has slightly better anti-wear properties than B1, but usually much more expensive since its made from higher quality stocks (true synthetic). Bit of an overkill for the Td5. Would stay with a "synthetic" B1, going for the highest possible ILSAC grade (GF-5 better than GF-4...

+1 on that New oil is non-conductive, as it 'wears out' it becomes more and more acidic which increases its conductivity (which BTW is very marginal)

IME the oil in loom problem cannot be fixed, only kept at bay by regularly replacing the injector harness and cleaning the affected connectors. Oil enters and travels conductors by capillary effect (between copper wires and insulation) aided by vibration. Re oil entering ECU although not...