if your 4bd1 has done 930k, why wont a td5? no bs please.Quote:
Originally Posted by JohnF
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if your 4bd1 has done 930k, why wont a td5? no bs please.Quote:
Originally Posted by JohnF
My eldest brother has a mate who bought one of the first 200 Tdi defenders to come to Oz to use as a desert tag-a-long vehicle,he was taking over from an older guy who was retireing and he used a 2.6ltr series 2A that had the equilivent in miles of 1 million,260,000k's on the clock and the 2.6 had never been rebuilt but had worn out two gearbox's and a few clutches.My old TAFE teacher had a LH torana on gas that had 1.1 million K's on it from driving every day from Wollongong to Sydney. Pat
The 4BD1 is extremely strongly constructed, and only experiences low loads in a landie compared to the 8 tonne trucks and heavy industrial applications it was designed for. These motors regularly do over a million km in trucks.Quote:
Originally Posted by ramblingboy42
The TD5 by comparison is fairly highly stressed, not as heavily constructed - however has very good filtration. It is not yet possible to say how long they will last - I think several have needed new heads or head gaskets already??? It may be the case that the bottom end may last a long time...
It would but the everyday stop start is the thing that wears them out.A motor thats run without ever stopping would go for ever as the oil is always at operating temp and throughout the motor stopping metal to metal contact instead of cold in the sump each morning. PatQuote:
Originally Posted by ramblingboy42
1.26 million on a rover six, damm I'm only up to 44'000 on mine and its on its last leg's, mind you its been that way since new, time for a Holden 186 conversion I think.Quote:
Originally Posted by PAT303
Whatever you do don't fit a 186. Pat
I've got a 179 you can have......... I think. It's a 17-something, anyway.
I find that very hard to believe. It must have been one of the rare 2.6s that didn't burn out valves like their was no tomorrow. I still have an LROI where they interviewed a senior member of the design team. He said that in his opinion the 2.6 was a very bad choice and far too highly stressed in the application (land rover). He said they had a prototype 3.0L with a weslake head, and that was what all the engineers wanted to fit.Quote:
Originally Posted by PAT303
Hey ben what do you mean by this? forged this and that; big cast iron block? I guess it is great against overheating, but does it facilitate longer kms?Quote:
Originally Posted by isuzurover
Sam
As has been stated previously , it's not the K's as such but how you do them and the speed your travelling at. An Isuzu doing an inner city run stop start 15-20 times per day at an average speed of 20kph would wear just as fast, if not faster than a td5, put them both on the highway doing a single run of 5-700k's per day(avg. speed of 90kph) and they would both exceed the million k mark. the more likely reason td5's suffer from the occasional head problem is both the pressure and a much higher percentage used as inner city runabout vehicles and weekend fun compared to isuzu's. This would mean many more cold starts, hot slow traffic crawls and traffic light drag racing/heavy braking increasing wear greatly on the engine.
This is why I believe that all cars should have an hour meter to show how long the engine has been running as well as the number of K's. How many of the grey imports from Japan(one of the world worst gridlocked places) are advertised as 70-90k's at 10+years old? But if you had an hour meter/ readout it would show that they are on the road around the same as an aussie driven car with 160k's+ !