workingonit
30th June 2020, 03:09 PM
Yes, my project is still dragging on...
You beaut, finally cut all the rust out of the coach work and can now drop it onto the rolling chassis. Late yesterday I realised it's not going to happen.
Looking for some good photos of RRC engine bays, with turbos, showing workarounds, and advise. Its a 1984 model. The 4BD1T is from an Isuzu truck.
If it were a naturally aspirated engine then it would sit clear of all elements of the firewall, including the water trough under the windscreen that protrudes out from the firewall.
I'm getting conflicts between turbo pipes, firewall, and in particular the water trough feature. Even the reverse gear sensor on the MSA5G gearbox is butting heads with the lower level of the airconditioning duct in the cab, but that is a minor problem.
In the Isuzu truck the turbo air inlet pipe runs from filter box on drivers side, then behind the engine, to connect with the turbo inlet on the passenger side. The first rub was between this air inlet pipe and stubs of pipe that were part of the aircon system protruding through the firewall but that was got past. What was worse was the water trough sat right on top of this pipe, totally obstructing further progress. Removing the pipe allowed me to drop the coach work further on to the vehicle, but also exposed the mouth of the turbo. I realise ideally that I should change the direction of this pipe, so that it feeds from a filter box on the passenger side, rather than from the drivers side.
The turbo compressed air outlet pipe runs from turbo on passenger side, over the rear top of the engine, to the engine inlet manifold on drivers side. The second rub is now between the leading edge of the water trough and this compressed air pipe. Removing this pipe allows the coach work to settle further onto the body, and allows the rubbers between the chassis and coach to line up. However, the mouth of the turbo is now facing directly into the top of the leading edge of the water trough and no room for attaching any inlet pipe. Trying 2 inch body lift, courtesy of some brick pavers, leaves the mouth of the tubo facing the lower leading edge of the trough, so not much help.
So focus now moves to the exhaust manifold and turbo attachment. The exhaust manifold outlet points up. Is there an adaptor that will allow reorientation to the horizontal or downward? I could flip the manifold, but it is not purely symmetrical, and would put bolts securing the exhaust pipe at the wrong end. I get the impression the root cause of problems is the exhaust manifold design for this application.
Any one made their own manifold out of steel? I have a feeling that my next few weeks are going to be all about manifolds, as the D2 Td5 has lost manifold bolts and is whistling, which is a sign of warpage.
The outcast adaptor and Sheldons adaptor are the same length. I did wonder if only the adaptor was 50mm longer then turbo clearances would not be such a problem. But then starter motors/chasssis and steering box/engine corner would be colliding. So lift the engine, but then through the bonnet. Flow on effects.
And to be honest, coming from the great head room of the D1/D2 I'm not really liking the RRC low lines. Can see why some have gone over to Defender projects.
You beaut, finally cut all the rust out of the coach work and can now drop it onto the rolling chassis. Late yesterday I realised it's not going to happen.
Looking for some good photos of RRC engine bays, with turbos, showing workarounds, and advise. Its a 1984 model. The 4BD1T is from an Isuzu truck.
If it were a naturally aspirated engine then it would sit clear of all elements of the firewall, including the water trough under the windscreen that protrudes out from the firewall.
I'm getting conflicts between turbo pipes, firewall, and in particular the water trough feature. Even the reverse gear sensor on the MSA5G gearbox is butting heads with the lower level of the airconditioning duct in the cab, but that is a minor problem.
In the Isuzu truck the turbo air inlet pipe runs from filter box on drivers side, then behind the engine, to connect with the turbo inlet on the passenger side. The first rub was between this air inlet pipe and stubs of pipe that were part of the aircon system protruding through the firewall but that was got past. What was worse was the water trough sat right on top of this pipe, totally obstructing further progress. Removing the pipe allowed me to drop the coach work further on to the vehicle, but also exposed the mouth of the turbo. I realise ideally that I should change the direction of this pipe, so that it feeds from a filter box on the passenger side, rather than from the drivers side.
The turbo compressed air outlet pipe runs from turbo on passenger side, over the rear top of the engine, to the engine inlet manifold on drivers side. The second rub is now between the leading edge of the water trough and this compressed air pipe. Removing this pipe allows the coach work to settle further onto the body, and allows the rubbers between the chassis and coach to line up. However, the mouth of the turbo is now facing directly into the top of the leading edge of the water trough and no room for attaching any inlet pipe. Trying 2 inch body lift, courtesy of some brick pavers, leaves the mouth of the tubo facing the lower leading edge of the trough, so not much help.
So focus now moves to the exhaust manifold and turbo attachment. The exhaust manifold outlet points up. Is there an adaptor that will allow reorientation to the horizontal or downward? I could flip the manifold, but it is not purely symmetrical, and would put bolts securing the exhaust pipe at the wrong end. I get the impression the root cause of problems is the exhaust manifold design for this application.
Any one made their own manifold out of steel? I have a feeling that my next few weeks are going to be all about manifolds, as the D2 Td5 has lost manifold bolts and is whistling, which is a sign of warpage.
The outcast adaptor and Sheldons adaptor are the same length. I did wonder if only the adaptor was 50mm longer then turbo clearances would not be such a problem. But then starter motors/chasssis and steering box/engine corner would be colliding. So lift the engine, but then through the bonnet. Flow on effects.
And to be honest, coming from the great head room of the D1/D2 I'm not really liking the RRC low lines. Can see why some have gone over to Defender projects.