Thread: Range Rover Classic 4BD2T

Pre-chamber diesel engines are pre-historic. Even stick-in-the-mud Caterpillar got out of them many years ago when they made their push into being a major player in heavy trucks. Pre-chamber engines are popular in passenger cars because they are quieter at idle. Thay are hard starters when cold and usually require glow plugs for cold starts and may require a lengthy warm-up period in very cold conditions such as encountered almost everywhere in the USA.

OK B,

what about the use of WVO/SVO and its destruction of the rings and inner-cylinder destruction over time.

seconded, go the 1D varients that are direct injected they will run better on bio when its cold.

The big thing to watch when selecting your diesel for a Bio conversion is the injection pressure. Imho well made bio is at its limits for lubricity under pressure at about the 15-18K psi Injection range and goes down hill quickly as the quality drops off.

The injection range mentioned is within range of almost every comercially available diesel engine that doesnt feature unit injectors. Specific to landrover that covers the 2.25l series diesel (good luck finding one or making it satisfactorily push a rangie) and the tdi200/300 diesels and since they come in configurations in discoveries that mount autos that'd be the way Id go in your shoes.

the TDI is nicely tweakable to produce enough get up and go to keep you happy, admitedly it wont go as far as a tweaked 4bdT2 or even a 4BD1-T can but the tdi's can be pushed past both varients of the suzi in standard form.

As for the lubrication deal IMHO if you stick to the original OEM service intervals when the tdis came bout (5k miles or 8k Km) then you dont have to worry about it unless your using the crappest oil on the planet.

Hope that helps

Cross Post

http://www.aulro.com/afvb/isuzu-land...sic-4bd2t.html

Originally Posted by Brian Hjelm

Pre-chamber diesel engines are pre-historic. Even stick-in-the-mud Caterpillar got out of them many years ago when they made their push into being a major player in heavy trucks. Pre-chamber engines are popular in passenger cars because they are quieter at idle. Thay are hard starters when cold and usually require glow plugs for cold starts and may require a lengthy warm-up period in very cold conditions such as encountered almost everywhere in the USA.

The japanese had a resurgence in IDI diesels in the late 90's.
Isuzu went from the DI 2.8 diesel to the IDI 3.1 in the jackaroo/bighorn/trooper, replaced the 4BD1T in some markets with the 4BD2T. Until the more recent commonrail variants your mitsubishi, toyota, mazda, ford and nissan diesels were almost all indirect injection.

Why? Noise and startup emissions are the only ones I can think of. Isuzu got the efficiency of the 4BD2T within about 5% of the 4BD1T, the penalty with other engines is up to 20% more fuel consumption.

Originally Posted by Brian Hjelm

Pre-chamber diesel engines are pre-historic. Even stick-in-the-mud Caterpillar got out of them many years ago when they made their push into being a major player in heavy trucks. Pre-chamber engines are popular in passenger cars because they are quieter at idle. Thay are hard starters when cold and usually require glow plugs for cold starts and may require a lengthy warm-up period in very cold conditions such as encountered almost everywhere in the USA.

Might I add to the above, that pre-chamber engines use significantly more fuel.

Originally Posted by Brian Hjelm

Might I add to the above, that pre-chamber engines use significantly more fuel.

The 4BD2t is the best I've seen figures for, it's only around 5% worse than the 4BD1T.

If you want a reliable indirect diesel, an old Kubota 3 cyl will do the job, 25hp but will never let you down.

On a more serious note, I recon Blknight has it pretty straight up, if you want to keep the auto, go the 300Tdi.