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I almost forgot.
The biggest reason to not use an IDI engine in a landrover. Cooling.
IDI diesels put a lot more heat into the coolant than direct injection does for the same power. If you are having cooling issues with a direct injection 200/300tdi, then an indirect injection anything is the worst possible move.
Dougal's avoiding the question on how to plonk a mechanical IP onto an engine not designed for one..........
Sorry, missed that bit.Quote:
Originally Posted by jakeslouw
VP44 (electronic) and VE (mechanical) pumps are interchangable on most engines. Same mounting, same drive, basically the same pump design but with an electronic brain and electrical valves for timing and dose control. I've got a spare Nissan VP44 here if you want the bolt pattern to check. You can supply the VE bolt pattern.
I've measured a Stocker ZD30 in an auto Patrol at 830 degrees C (upstream) and CLIMBING :eek:, up a moderate hill, UNLADEN and NOT towing:twisted::oQuote:
Originally Posted by Dougal
No wonder they explode/ melt:mad:
JC
So instead of fixing your cooling issue or doing proper maintenance,both easy and cheap to do,your going to spend about ten times as much putting an engine in that will still overheat but will somehow not be damaged as much so it's an improvement:eek:. Pat
Thanks mate. Same max flow rate? Would a VE off a Turbo'd TD27 be appropriate, or do you reckon off something like the FD33T? Obviously I need a pump with a boost compensator......Quote:
Originally Posted by Dougal
I've had a look on Google for images, and yeah, very comparable......
once again you stun me with your knowledge.
Injection timing is different between IDI and DI. DI injects much earlier, so you'd have to time it by trial and error once you got it all working. Injection pump flow rates are set by engine torque and engine efficiency. I'd expect about 20% more torque from a Di using the same injection settings as an IDI pump.Quote:
Originally Posted by jakeslouw
Of course it's much easier if you can start with a complete engine rather than playing mechano. The BD30 was apparently in the Nissan Atlas/Condor trucks. Did you get those in SA?
Yes, there is something very strange with the way Nissan tuned those engines. With a bit more boost and the same fuelling they'd not melt and possibly use less fuel too.Quote:
Originally Posted by justinc
I'm of the opinion that re-tuned and driven with an EGT gauge they'd be a very good engine capable of decent power/torque and fuel economy. I just can't be arsed trying a project like that when I've got an Isuzu to play with.
I do have a VP44 ZD30 ECU here. I bought it with the intention of using it for my work-car. But it's got an immobiliser chip built in. I should rip the chips off and look at the factory fuelling figures inside one day and compare to the baseline tune from the YD25 from my old van and the YD22 in my work car. But I've got far too many useful things to do.
This patrol in question detonated an engine at 103,000km, was thereafter fitted with new engine and most importantly an upstream pyrometer, as the owner was going towing and touring. I told him to drive using the pyrometer, and he was astonished at how much different his driving style would have to be to keep it under 750 degrees. He estimated that the last trip he did with the van on prior to the meltdown it would've seen at least 900 degrees....:cool: it was going so well towing 2.7T into a headwind on a 30 degree day that he didn't feel the need to back off for 5 hours straight:o:twisted:.
JC
BD30? Never heard of it and I've been a Nissan owner since 1995.Quote:
Originally Posted by Dougal
But a quick Google shows it would have been a nice option.
the Atlas would have had the following spec over here:
South Africa
The Atlas F23 is sold as the UD 35 and UD 40 Series and features a 4.2 L 6-cylinder turbo diesel engine producing 87 kW.
Quite likely the TD42 or FD42.