HS 2.8L TGV turbo Diesel ?

[DustyDisco]

Hi All,

Dragging my 93 TDI D1( plus camper trailer ) up over a few hills last week I started contemplating an engine upgrade :D.

Yes, I find it funny too, but contemplating is the operative word here;)

basically, the D1 is part of the family and completely set up for us...just lacks enough power to complete the package.

i have been doing a heap of research on 3.9l isuzu v's 300 TDI etc, but the 2.8TGV seems like a winner on paper..I dont mind spending the cash as to set up another landy the way we want it will cost more than the cost of the 2.8 conversion.

Question is, has anyone out there had much experience with the 2.8? I can find a lot about it in the UK but not much here in Aus?

Also, will the manual 5 speed and maxidrive tc stand up ok behind it?

Cheers,

DD

[Bush65]

Hi All,

Dragging my 93 TDI D1( plus camper trailer ) up over a few hills last week I started contemplating an engine upgrade :D.

Yes, I find it funny too, but contemplating is the operative word here;)

basically, the D1 is part of the family and completely set up for us...just lacks enough power to complete the package.

i have been doing a heap of research on 3.9l isuzu v's 300 TDI etc, but the 2.8TGV seems like a winner on paper..I dont mind spending the cash as to set up another landy the way we want it will cost more than the cost of the 2.8 conversion.

Question is, has anyone out there had much experience with the 2.8? I can find a lot about it in the UK but not much here in Aus?

Also, will the manual 5 speed and maxidrive tc stand up ok behind it?

Cheers,

DD
I know what you are saying about towing with a 300Tdi.

The HS2.8TVG is based on the 300Tdi. They made a few improvements along with the displacement increase.

However much of the performance increase is due to the variable nozzle turbo.

IMHO you will be better off $$$wise by upgrading the exhaust manifold and turbo.

There are threads and posts in this forum about the VNT kit from Alisport (in UK) fitted to a Defender 130. This upgrade was originally done because the owner needed more performance for towing a large boat.

If you are determined to do an engine conversion, there are other engine options that I consider before the HS2.8TVG (using an engine that is fitted to vehicles in Australia makes spares etc. easier to obtain).

The late suffix R380 gearbox (after 1999) and LT230 transfer case will stand up to it. But fitting an oil cooler to the R380 is a good move for towing use, because they suffer from heat. I'm not impressed by the strength of an LT77 gearbox though.

Edit: even though the 2.8TGV was based on the 300Tdi, swapping them is not as straight forward as you might think (engine mounts etc.).

I know someone who has an HS2.8TGV in a Defender 110 and was having cooling issues - not sure if it has been sorted.

[PAT303]

I'm supprised that no one is making-selling a long throw crank for the Tdi as alot of them are now getting to the piont of needing rebuilding and it would really make a worthwhile inprovement to the driveability of them. Pat

[Hendrik]

Isn't the HS2.8TVG just s stroked out 300tdi? I've seen a defender in a magazine before, with heaps of aluminium stuff like bullbar, roof rack etc and it had a 2.8 tdi which is still made in Brazil, when they went out of production. Could this be the same engine?

[loanrangie]

Isn't the HS2.8TVG just s stroked out 300tdi? I've seen a defender in a magazine before, with heaps of aluminium stuff like bullbar, roof rack etc and it had a 2.8 tdi which is still made in Brazil, when they went out of production. Could this be the same engine?

It is the same engine and i'm pretty sure they have stopped making them, they are pricey and would cost more than a tdi powered vehicle is worth to buy and fit. The VN turbo upgrade would be a good compromise but as always there will be trade offs like EGT's etc.

[Hendrik]

TRS does sell a turbo upgrade kit for the tdi, not badly priced either for a new turbo. As far as I know, it bolts straight onto the factory manifold.

[Dougal]

The VN turbo upgrade would be a good compromise but as always there will be trade offs like EGT's etc.

Sorry but I don't follow your reasoning here.

[Bush65]

The VN turbo upgrade would be a good compromise but as always there will be trade offs like EGT's etc.
Sorry but I don't follow your reasoning here.
Likewise, a VNT doesn't trade off EGT, etc.

[DustyDisco]

thanks Bush65 - its even worse than you think... i have a 200tdi, I wish I had the towing capacity of a 300tdi :D

I think you are right regarding parts/ spares with the 2.8L though......hmmm, the disco has every modification you could want and its not going to be sold any time in the distant future....so, off to ponder what to do next. Cheers All for your thoughts;)

[loanrangie]

Likewise, a VNT doesn't trade off EGT, etc.

Not really aimed at the VNT more for trying to pull more power out of a small motor without over stressing it.

[Bush65]

thanks Bush65 - its even worse than you think... i have a 200tdi, I wish I had the towing capacity of a 300tdi :D

I think you are right regarding parts/ spares with the 2.8L though......hmmm, the disco has every modification you could want and its not going to be sold any time in the distant future....so, off to ponder what to do next. Cheers All for your thoughts;)
There is not much practical difference between 200Tdi and 300Tdi. Although many things were changed, they did little to change performance, but did make it a bit smoother and other things like serpentine belts.

The main reason for the (little) performance increase is due to slightly higher boost pressure.

It should be possible to fit a VNT turbo to a 200Tdi exhaust manifold, whereas a 300Tdi will need a new manifold.

if you upgrade the turbo to enable more air to the engine, it is simple to increase fuel to get more power. The VNT turbo provides more air at lower engine rpm, so can support a broader spread (starting at lower rpm) of useful torque.

Power is increased by burning more fuel. If you increase fuel without increasing the air flow, then egt will increase dramatically. If the air flow is increased, the egt can be kept to acceptable limits.

The air flow can be increased by using a larger displacement engine or by increasing the air charge density using a turbocharger.

Turbos don't increase the stress in the engine significantly as they don't require the engine to rev higher to produce more power.

[uninformed]

I have a 2.8tgv in my 110 trayback. my 300tdi did a conrod/crank bearing at 230000km. i tow a 1.8t trailer 5 days a week.

the cooling issue was solved by finding a thermostat that cracked earlier. there are many issues with the 300tdi and in general LR's.

i have stated my opinion here a few times in the end it always ends in a psiing match by the realists and the brand blinded.

its not a drop in replacement but can be done. if you have the 300tid some bits can be taken from it like the plenumn to make the fit better.

to get the best and longevity out of the 2.8 i personally think it should be mounted in the 200tdi postion, then a full width radiatio and a full width intercooler could be fitted. But you wont find the bits to adapt the short bellhousing to r380....although one could be made.

if i was to do the engine swap again and i was able to get it engineered i would put in a brand new chev alloy v8 and auto.....and at the price that you can buy the 6.0s at youd do it for the same price or less as a 2.8tgv!

Serg

[uninformed]

the 2.8tgv is not "just a bored out" 300tdi....its a whole new block, with improved water galleries, has a different bore AND stroke, has different intake manifold/turbo, different oil cooler etc etc......

the story i have is that when LR went to the TD5 they still needed a low tech engine for other parts of the world....the sold the rights to International in Sth America. they built the 300tdi and developed the 2.8 from it. it went into many vehilces over in Sth America....now some evidence of this is the engine i got on crate, would have bolted up to a td5 defender alot easier from what my mechanic said, simliar engine mounts, same type of fuel lines connectors etc.....

as good as the 2.8 is it doesnt solve the LR cooling issues,intercooling issues, electrical issues etc etc....

i think the isuzu engines are very good, the only down sides being weight and vibrations. not something that is good fo a LR especially how far forward the engine is in a 300tdi defender

Serg

[isuzurover]

to get the best and longevity out of the 2.8 i personally think it should be mounted in the 200tdi postion, then a full width radiatio and a full width intercooler could be fitted. But you wont find the bits to adapt the short bellhousing to r380....although one could be made.



Dave Ashcroft sells a short R380 bellhousing.

[uninformed]

Dave Ashcroft sells a short R380 bellhousing.
its not the bell housing thats the problem, a 200tdi lt77 bellhousing will work to a r380, its the drive coupling(forget the correct term) that joins the engine to gearbox. I know someone that made one, be he is the exception that makes the rule....so to speak

Serg

[isuzurover]

its not the bell housing thats the problem, a 200tdi lt77 bellhousing will work to a r380, its the drive coupling(forget the correct term) that joins the engine to gearbox. I know someone that made one, be he is the exception that makes the rule....so to speak

Serg

Ashcroft said they could supply the input shaft and housing as well as the bellhousing. Still waiting for a price.

[uninformed]

Ashcroft said they could supply the input shaft and housing as well as the bellhousing. Still waiting for a price.


last time i spoke to them, which was this year i believe, they said parts were very hard to come by, some stuff was on back order for a very long time with LR and pretty much no hope.

are you looking into a 2.8tgv?

Serg

[scott oz]

the 2.8tgv is not "just a bored out" 300tdi....its a whole new block, with improved water galleries, has a different bore AND stroke, has different intake manifold/turbo, different oil cooler etc etc......

the story i have is that when LR went to the TD5 they still needed a low tech engine for other parts of the world....the sold the rights to International in Sth America. they built the 300tdi and developed the 2.8 from it. it went into many vehilces over in Sth America....now some evidence of this is the engine i got on crate, would have bolted up to a td5 defender alot easier from what my mechanic said, simliar engine mounts, same type of fuel lines connectors etc.....

as good as the 2.8 is it doesnt solve the LR cooling issues,intercooling issues, electrical issues etc etc....

i think the isuzu engines are very good, the only down sides being weight and vibrations. not something that is good fo a LR especially how far forward the engine is in a 300tdi defender

Serg


One of the Sydney LROC has the “brazilin” fitted to his 130 some time ago and loves it. At the Graeme Cooper Dyno day his vehicle’s out put beat all the diesels (almost positive) chipped and unchipped.

He even mated it to an auto transmission.

To the best of my knowledge he’s had no issues with the motor and when it arrived it came with everything you needed to “bolt in”.

[uninformed]

One of the Sydney LROC has the “brazilin” fitted to his 130 some time ago and loves it. At the Graeme Cooper Dyno day his vehicle’s out put beat all the diesels (almost positive) chipped and unchipped.

He even mated it to an auto transmission.

To the best of my knowledge he’s had no issues with the motor and when it arrived it came with everything you needed to “bolt in”.


Hi Scott,

was this 130 a td5 or a tdi?

my definition of bolt in, is just that....no modding, welding, cutting etc etc....

i think you will find that this is not the case....for one the turbo exit is 90 degrees different to stock so at least you will have to get your exhaust cut and modded..... engine mount and oil filter are an issue also

there is more, like i said i have one in my truck, i have been through this. Rick from Ricks4wd did the install.

regarding issues, is he still running the standard LR temp gauge.....i hope not! and i hope he got the coolant plumbing correct as its a bit different to stock.....

just because we arent aware of issues does not mean they arent there.

Serg

[Dougal]

One of the Sydney LROC has the “brazilin” fitted to his 130 some time ago and loves it. At the Graeme Cooper Dyno day his vehicle’s out put beat all the diesels (almost positive) chipped and unchipped.

Must have been a pretty quiet dyno day if a 100kw engine took it out.

[abaddonxi]

Must have been a pretty quiet dyno day if a 100kw engine took it out.

Looks like it' time for you to put the long snorkel on and drive over.

[uninformed]

Must have been a pretty quiet dyno day if a 100kw engine took it out.

especialy if it was running a stock LR intercooler and exhaust....

Serg

[PAT303]

The 4.2's in patrols and tojo's don't put out 100kw at the wheels without alot of money spent on them.The patrol I have at work only has 86hp which is around 60kw so it has along way to go. Pat

[Dougal]

The 4.2's in patrols and tojo's don't put out 100kw at the wheels without alot of money spent on them.The patrol I have at work only has 86hp which is around 60kw so it has along way to go. Pat

The 2.8 doesn't put out 100kw at the wheels either.
The 100kw is at the crank.

I have a viaduct I use as a dyno, based on slope, speed and weight I figure I've got 75kw at the ground at 2000rpm with my Isuzu. That's at 1000m altitude.

[scott oz]

As far as I know it came with all the hoses, clamps, brackets whatever and no welding was required I believe to mount the motor. If he hadn’t changed to the auto box from what I understand it was a TDI 300 out and the “Brazilian” in.

This was a complete motor from the front to the back so he didn’t swap stuff across, pump turbo etc.

I know that it runs a bigger intercooler & radiator he makes his own and has a 3” exhaust.

Actually I think his motor is 3.5 or 4Lt been a while since I've discussed it with him. When I had my 200TDI I was thinking of doing it but changed up to a TD5 ten years younger.

[uninformed]

As far as I know it came with all the hoses, clamps, brackets whatever and no welding was required I believe to mount the motor. If he hadn’t changed to the auto box from what I understand it was a TDI 300 out and the “Brazilian” in.

This was a complete motor from the front to the back so he didn’t swap stuff across, pump turbo etc.

I know that it runs a bigger intercooler & radiator he makes his own and has a 3” exhaust.

Actually I think his motor is 3.5 or 4Lt been a while since I've discussed it with him. When I had my 200TDI I was thinking of doing it but changed up to a TD5 ten years younger.

Scott you are a bit confusing......

first of all, if it was a 300tdi it wont drop straight in. Period. my motor was bought brand new on a crate complete......the things changed were changed to make it a easier better install.

he would have atleast had to change the mounts and exhaust, if he is running a differnt intercooler and rad then that isnt bolt in either is it.....

so what is this about a 3.5 or 4lt .......im lost on that one

the reason i post this is becasue i want people that are interested to go the 2.8 to know the FACTS not just she'll be right mate attitude.

Serg

[uninformed]

The 4.2's in patrols and tojo's don't put out 100kw at the wheels without alot of money spent on them.The patrol I have at work only has 86hp which is around 60kw so it has along way to go. Pat


pat, there is no way a stock 2.8tgv or slighty modded one is putting out 100kw at the wheels on a rover

serg

[Bush65]

last time i spoke to them, which was this year i believe, they said parts were very hard to come by, some stuff was on back order for a very long time with LR and pretty much no hope.

are you looking into a 2.8tgv?

Serg
AFAIK Ashcroft are getting the short bell housing made. It is a new product only recently announced.

[uninformed]

AFAIK Ashcroft are getting the short bell housing made. It is a new product only recently announced.

thanks John, like i said in response to bens post, i didnt think it was the bellhousing that was the problem......when mate fitted a r380 to his 200tdi, which has a short bellhousing as standard, the bellhousing wasnt the problem....it was the shaft or coupling between the 2. not sure of the termanology

Serg

[PAT303]

pat, there is no way a stock 2.8tgv or slighty modded one is putting out 100kw at the wheels on a rover

serg

I don't doubt it.It takes quite a bit of power to turn what is effectively two drivetrains. Pat

[Yorkshire_Jon]

If your issue is a lack of power when your towing, here's another, propably cheaper option...

Take the transfer gears out of a Defender Transfer box and drop them into the Disco T/Box. Lots of people do the opposite (disco gears into Defender) to get the engine to drop the revs when motor way cruising in the Defender... I know from experience though that the Defender gearing is much better when your towing heavy loads...

If you need the high gearing also, use an overdrive on the R380.

One other thing that hasnt been mentioned, the 2.8TGV has a habit of eating clutches prematurely if you tow heavy loads a lot. Good solution though if left as standard and you dont tow HEAVY loads regularly.

[lokka]

I have a 2.8tgv in my 110 trayback. my 300tdi did a conrod/crank bearing at 230000km. i tow a 1.8t trailer 5 days a week.

the cooling issue was solved by finding a thermostat that cracked earlier. there are many issues with the 300tdi and in general LR's.

i have stated my opinion here a few times in the end it always ends in a psiing match by the realists and the brand blinded.

its not a drop in replacement but can be done. if you have the 300tid some bits can be taken from it like the plenumn to make the fit better.

to get the best and longevity out of the 2.8 i personally think it should be mounted in the 200tdi postion, then a full width radiatio and a full width intercooler could be fitted. But you wont find the bits to adapt the short bellhousing to r380....although one could be made.

if i was to do the engine swap again and i was able to get it engineered i would put in a brand new chev alloy v8 and auto.....and at the price that you can buy the 6.0s at youd do it for the same price or less as a 2.8tgv!

Serg

I rekon that the V8 option is the go or find a real oiler not a pommy or south effrican POS put a JAP oiler in it and be snobed by all the LR afincidiados :p

[klappers]

What about a cummins or a cat??? Do you want to stay diesel? I would keep the disco and change the turbo and exhaust plus intercooler first...

[PAT303]

I think you should all take a reality check.We are taking about a 12 year old vehicle worth maybe $8000 so spending 15 grand fitting a bigger engine is insane.I'd go johns way and fit lower trans gears or just sit back and cruise at 90,that what all the V8TD cruiser drivers do anyway or they only get 500k's out of 120ltr tanks. Pat

[isuzurover]

last time i spoke to them, which was this year i believe, they said parts were very hard to come by, some stuff was on back order for a very long time with LR and pretty much no hope.

are you looking into a 2.8tgv?

Serg

Dave just emailed me back yesterday:
Ashcroft Transmissions (http://www.ashcroft-transmissions.co.uk/part_119.html)

We are able to either supply a kit of parts to allow you to convert your R 380 to this spec or we can supply a complete rebuilt unit to this spec.

The conversion parts are :

Bellhousing (FTC4018) inc bolts £ 165

Pinion (TUD102860) £ 85

Front Housing (TVQ100200) £ 32

Clutch fork pivot(FTC4173&FTC4174) inc screws £ 14

Clutch fork (FTC2957HD) £ 10

Clutch fork thrust pads, pair (FRC5255) £ 4

Clutch release bearing (UTJ100210) £ 24

Clutch release bearing clip (FRC3416) £ 1.20

Not looking at the TGV, a different 2.8 instead...

[Bush65]

I know what you are saying about towing with a 300Tdi.

...

If you are determined to do an engine conversion, there are other engine options that I consider before the HS2.8TVG ...


...Not looking at the TGV, a different 2.8 instead...
:BigThumb:

[uninformed]

:BigThumb:

ok, i'll bite.... are you talking about a 2.8 isuzu?

i know both you guys really know your stuff, and at the end of the day its all a personal choice. but , IMO if you are going to work the def and tow a heavy load and a regular basis, i would be looking for something over 3.5lts

Serg

[isuzurover]

ok, i'll bite.... are you talking about a 2.8 isuzu?

i know both you guys really know your stuff, and at the end of the day its all a personal choice. but , IMO if you are going to work the def and tow a heavy load and a regular basis, i would be looking for something over 3.5lts

Serg

I am looking at putting a 4JB1T in my IIA (Isuzu 2.8L). For a defender I would fit a 4BD1T every time, but I want to keep the IIA (reasonably) original externally - so bonnet and grille will be staying the same (hence why I need the short bellhousing). The IIA is a lot lighter than the 110. I also think that a lighter engine fitted further back gives a much better weight balance offroad.

[ADDO110]

i've been thinkin about the TGV conversion for my county for a while now after reading these threads im a bit unsure just want decent power from a diesel.some say 4bdiT but then others say they shake the car to bits was on MDengineering site they have kits for TGV dont even need to move engine mounts they have adaptors well thats what there site says.i was hopin to pick up aTGV in U.S.A as im movin there in 10days.send it home till we return then drop it in.now im confused any ideas on what the best over all cobversion would be $$$ and power wise not really planin on towing much:confused:

adrian

[isuzurover]

i've been thinkin about the TGV conversion for my county for a while now after reading these threads im a bit unsure just want decent power from a diesel.some say 4bdiT but then others say they shake the car to bits was on MDengineering site they have kits for TGV dont even need to move engine mounts they have adaptors well thats what there site says.i was hopin to pick up aTGV in U.S.A as im movin there in 10days.send it home till we return then drop it in.now im confused any ideas on what the best over all cobversion would be $$$ and power wise not really planin on towing much:confused:

adrian

Depends what you are looking for. Maybe try driving a 4BD1T powered landie before you leave.

The 4JB1T is probably a cheaper option than the TGV and capable of equivalent performance.

[uninformed]

I am looking at putting a 4JB1T in my IIA (Isuzu 2.8L). For a defender I would fit a 4BD1T every time, but I want to keep the IIA (reasonably) original externally - so bonnet and grille will be staying the same (hence why I need the short bellhousing). The IIA is a lot lighter than the 110. I also think that a lighter engine fitted further back gives a much better weight balance offroad.


how are you going to addapt the bellhousing to the isuzu? and the coupling?

i totally agree on the idea of a lighter engine and keeping it further back. God only knows why they punted the 300tdi forward.....

i also think the 4BDIT is a great engine,but not sure about the weight and vibes???? i also like the idea of a auto, so considering the price of chev v8 on crates they certianly could be viable......yes the fuel consupmtion may be different but really compared to a 300tdi that blows up, how much is the cost of fuel in the end.......especially spread out over time

Serg

[Cap]

What about getting the pump completely overhauled? I heard of some impressive gains from people in melb. So get the pump done, get the defer gear into tranfer case and bang in the P38 cooler for the tranny...

Geez I sound like a pro.. but im not. Just lots a readin on this forum ;)

[isuzurover]

how are you going to addapt the bellhousing to the isuzu? and the coupling?

i totally agree on the idea of a lighter engine and keeping it further back. God only knows why they punted the 300tdi forward.....

i also think the 4BDIT is a great engine,but not sure about the weight and vibes???? i also like the idea of a auto, so considering the price of chev v8 on crates they certianly could be viable......yes the fuel consupmtion may be different but really compared to a 300tdi that blows up, how much is the cost of fuel in the end.......especially spread out over time

Serg

Probably using something from here unless I can be bothered making the adaptor myself.
Land Rover conversions - M&D Engineering (http://www.mdengineering.co.uk/index.php?act=category&cat_id=2)

The engine bay of the 200Tdi defenders did look a bit silly with the engine so far back and the huge cowl - I suspect they just moved it forward for aesthetics???

I love my 4BD1T, and wouldn't change it. It is heavy, it vibrates a bit at idle (but no more than any other engine when driving - and much less than my 2.25D on the highway). If the front axle is laminated/strengthened, then the weight causes no issues.

The weight balance gives it more understeer than other defenders IME, but no biggie apart from that.

In almost all situations the massive amounts of low down torque of the 4BD1T more than makes up for any weight or CofG issues.

[DustyDisco]

Well, thanks All for you comments...I am going to hijack my own thread and go off on a tangent now :D The basic challenge I am facing is poor power from the D1 when towing, seems as though I can get a good power increase with lpg injection...first up I thought the idea of conversion from diesel to lpg to make no sense....however, it is not so much a conversion as a simultaneous injection of diesel and gas at the same time.

interesting dyno results and info here.

DieselGas Technologies - Vehicles (http://www.dieselgas.com.au/landrover.htm)

Any thoughts are welcome...

[ADDO110]

Depends what you are looking for. Maybe try driving a 4BD1T powered landie before you leave.

The 4JB1T is probably a cheaper option than the TGV and capable of equivalent performance.
thanks isuzurover,
i would like to drive one but dont no anybody with one i was also told 4bdit would just eat my R380,is this rite 4bd1t was my 1st thought after seeing the build on members ride section a while backof the intercooled 4bd1t but was kinda put of by some of the negatives would the 4jb1t be a reasonable swap or would it just be easier too go 300tdi with upgraded turbo and intercooler....

adrian

[Baross]

My two cents worth - slightly back toward the topic - "Motor & Diesel" in the UK offer a 2.8 "rebuild kit" for the 2.5 TDI (crank, pistons etc). Requires boring the block. Cost is about 1500 quid - they have one on UK ebay at the moment. This plus turbo and/or intercooler upgrades may do the job....perhaps. I dunno if anybody has imported one of the kits. Cheers

Baross

[Bush65]

... would the 4jb1t be a reasonable swap or would it just be easier too go 300tdi with upgraded turbo and intercooler....

adrian
Yes 4JB1T would be a good swap. IMHO a much better engine than the 300Tdi.

With an intercooler, larger exhaust, increased boost pressure and injection pump adjustment (similar to what people do with the 300Tdi), they perform very well.

I put a 300Tdi with VNT turbo and upgraded intercooler in my rangie, but was not happy with it for towing on long trips.

I have swapped it with an Isuzu 4BD1T, but if I didn't already have the 4BD1T, I would have used a 4JB1T. If I was doing it again, I would seriously look at the 3 litre, 4JJ1-TCS out of an Isuzu NLR or NNR (or the 4JJ1-??? from a D-Max).

[ADDO110]

Yes 4JB1T would be a good swap. IMHO a much better engine than the 300Tdi.

With an intercooler, larger exhaust, increased boost pressure and injection pump adjustment (similar to what people do with the 300Tdi), they perform very well.

I put a 300Tdi with VNT turbo and upgraded intercooler in my rangie, but was not happy with it for towing on long trips.

I have swapped it with an Isuzu 4BD1T, but if I didn't already have the 4BD1T, I would have used a 4JB1T. If I was doing it again, I would seriously look at the 3 litre, 4JJ1-TCS out of an Isuzu NLR or NNR (or the 4JJ1-??? from a D-Max).

would the new common rail diesel be alot of wiring and electrics. i'll have to do my research as i have the time just want a nice no fuss daily driver dont get me wrong my 4.6 is smooth and fairly quiet its just thristy and i lose a fair bit of space with gas in the back.thanks for the thoughts

[bee utey]

Well, thanks All for you comments...I am going to hijack my own thread and go off on a tangent now :D The basic challenge I am facing is poor power from the D1 when towing, seems as though I can get a good power increase with lpg injection...first up I thought the idea of conversion from diesel to lpg to make no sense....however, it is not so much a conversion as a simultaneous injection of diesel and gas at the same time.

interesting dyno results and info here.

DieselGas Technologies - Vehicles (http://www.dieselgas.com.au/landrover.htm)

Any thoughts are welcome...
The surprising thing I have found out (from experiments) is that you can do a Diesel Enhancement LPG kit using standard (petrol car) conversion components, you don't need patented goofy kits at all! I used to wonder why it was so dear to do diesels, the kits are mental in price. Now after 6 diesels I know it can be done for around 1/2 the price commonly quoted. Admittedly fine tuning is a bit of a black art, but I have a mate with a TD4 converted Classic and he is very happy.

[PAT303]

With the rebate it cost me $2000 from diesel gas technologies to do my disco but only $1000 to do the defender.If I had a healthy V8 I wouldn't change to a diesel,I'd fit twin sil tanks or the three scuba tanks under the rear floor.The cost of changing to a diesel will never pay off money wise. Pat

[Bush65]

would the new common rail diesel be alot of wiring and electrics. i'll have to do my research as i have the time just want a nice no fuss daily driver dont get me wrong my 4.6 is smooth and fairly quiet its just thristy and i lose a fair bit of space with gas in the back.thanks for the thoughts
I have only searched (unsuccessfully) on the internet, and have not delved into any actual vehicles to see just what is involved electrically.

At best, a manual gearbox version would have the ecu and various engine sensors in a relatively simple harness. At worst it might be integrated into the dash and instrument wiring.

I suspect, given its use in more commercial orientated rather than luxury vehicles (Isuzu trucks and Rodeo utes), and also because it is also available in an industrial version, the engine management system might be easier than for some other common rail diesels.

I agree with others, that it would be difficult to justify $$$ for a diesel engine conversion based on fuel savings.

[ADDO110]

I have only searched (unsuccessfully) on the internet, and have not delved into any actual vehicles to see just what is involved electrically.

At best, a manual gearbox version would have the ecu and various engine sensors in a relatively simple harness. At worst it might be integrated into the dash and instrument wiring.

I suspect, given its use in more commercial orientated rather than luxury vehicles (Isuzu trucks and Rodeo utes), and also because it is also available in an industrial version, the engine management system might be easier than for some other common rail diesels.

I agree with others, that it would be difficult to justify $$$ for a diesel engine conversion based on fuel savings.

i understand the savings will take a long time to justify the cost but i'll be buried in the county.i'll just keep on researchin different options thanks mate.

[Dougal]

I agree with others, that it would be difficult to justify $$$ for a diesel engine conversion based on fuel savings.

I haven't found any vehicle modifications yet which stand fiscal scrutiny. So why start now?:)