IMO there's a quite big difference between a CRD and a EUI(PD) engine like the Td5 is, especially in the fuel delivery system and management area where they are completely different... mechanically i'm too dumb to make statements
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IMO there's a quite big difference between a CRD and a EUI(PD) engine like the Td5 is, especially in the fuel delivery system and management area where they are completely different... mechanically i'm too dumb to make statements
The TD5 has a low pressure fuel feed to its 5 unit injectors. Each unit injector has an internal pump driven from the camshaft to produce its own very high pressure. The engine does not have a high pressure fuel pump supplying high pressure to a common rail to each injector.Quote:
Originally Posted by simmo
The journalistic content of a specific publication reduced significantly upon its acquisition by another publication.
Does it start with E and end in G?Quote:
Originally Posted by Tombie
After PhilipA correction, I removed the word 'other'.Quote:
Originally Posted by Tombie
I used to enjoy reading the publication for their inaccuracies and assumptions (which is more of a reflection on me I guess). Booster leaks on the clutch system was a classic; how to adjust points on your vehicle just reflected what old vehicles they thought everyone drove. They struggled to spell electronics let alone explain them; I think they were afraid of them....
BTW I quoted the wrong magazine. It is 4WD Action which is even more predictable.
Regards Philip A
Why read about nasty td5s when you can read about hektik 200 series croozas with triple chips and 35s.
**** yeah bro.
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Quote:
Originally Posted by Disco Muppet
You already in Skyline mode? :D
Most of the posts in this thread are posted with a fair deal of sarcasm, jest humour or all of the aboveQuote:
Originally Posted by simmo
I'll take the funny hat off for a bit and put the greasemonkey hat on for a minute
Common Rail Diesels work on the same principle as older petrol injectors they are fed fuel at injection pressure and then electronically opened/closed
The TD5 is a unit injector system, all of the injectors are fed fuel at a much lower pressure and then each injector has its own integral "high pressure pump" that raises the fuel to injection pressure. the TD5 is electronically controlled by means of a solenoid operated spill valve and the older school version of it is done with an old school mechanical rack operated spill sleeve.
As its not a CRD the TD5 doesnt have common rail to injector unions, because its a very well made engine it uses a dual mass flywheel and cylinder balancing from the ECU to smooth out the crank vibrations along with the harmonic balancer on the front of the crank so also doesnt have balance shafts or bearings, hence being a real pain to try and fit and impossible to get. It does have a belt but its the serpentine belt up the front it uses a timing chain for the valve gear for a few reasons
The not insignificant torque loadings the injector lobes exert against the timing setup. would have eaten a belt
The impulse loading that would have put onto helical cut gears and subsequently the thrust bearings for the camshaft
The distance from crank to cam would have involved multiple gear steps compounding the above problems.
Square cut gears would have reduced impulse but would still need multiple steps and would have been very noisey.
It is my very favorite electronic engine to work on as you can diagnose the engine without a computer in the defender guise and still get it right about 70% o the time in the discovery manual version and have a near enough 50/50 shot in the auto disco.
In my book if asked if I wanted a suzi 4bd1-t or a td5 as the power plant it'd near enough be a coin flip as to preference.
heres a quite word on the 4bd1 so you can have a fair comarison
Can't hear you over the valve bounce :PQuote:
Originally Posted by Tombie
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