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Belt tensioners, alternators with dumb clutch setups, lift pumps etcQuote:
Originally Posted by Dougal
The td5 is a bad idea for the same reasons, oil in injector loom, timing chain tensioners fail, fuel cooler etc
If going to the effort of an engine conversion, it's best to fit something less troublesome than the rover v8, those 2 are not
The idea on boost control with the zd30 is to limit boost, not reduce
How many engine conversions have you personally done?
Belt only drives the altnerator and AC, not sure what the alternator dumb clutch setup is, the lift pump is electric in tank.Quote:
Originally Posted by rovercare
So what is this magical engine you've to got recommend that has zero issues and can actually work with a P38 drivetrain?
The difference between limit and reduce is what? These guys are setting dawes valves to limit boost to about 16psi. The ZD30 needs more than that.Quote:
Originally Posted by rovercare
Done from scratch, none. Redone, 1.Quote:
Originally Posted by rovercare
How many diesel P38 conversions have you done?
Of the five late model Nissan owner friends of mine, 4 have had injector troubles, 2 off loaded the cars just in time, one is waiting to see what happens, one just spent $4700 having the injectors replaced (has good Jap ones in it now), the other hasn't done enough K's yet, but something will happen oneday:)
Here is Serge (Uninformed)'s tragic tale: http://www.aulro.com/afvb/technical-...death-oil.htmlQuote:
Originally Posted by finallyrangie
There are three variations of the ZD30.Quote:
Originally Posted by Vern
The first is found in the utes, wastegated turbo, VP44 injection pump and I think around 90kw.
The second is a higher power version, still VP44 injection pump but VNT turbo and around 110kw. This is the original grenade which overfuels, goes really really well until it's melted into a solid lump. It was fitted to terrano/pathfinders and patrols.
These first two are the ones I think have potential. The VP44 isn't that bad to tune and deleting the immobiliser is the only real thing to divorce it from the rest of the vehicle.
The last ZD30 is commonrail. This is where you'll find the hideously expensive injectors. I wouldn't bother trying to put commonrail version in anything.
For reference. I own three Nissan YD engines with the VP44 injection pump. One of those was VNT turbo. These run exactly the same control system and tuning as the ZD30's, but the YD engines don't suffer from the melt-down. The worst thing they ever do is crack heads. The early Bosch VP44 injection pumps can suffer transistor failure, there are DIY fixes but post 2003 failures are almost unheard of.
Whatever dougal, think what you like, but bumsteering people to believe the zd30 is a good idea for any conversion is terrible, try google zd30 alternator clutch, I'm sure you can work the Internet, it's where your experience comes frQuote:
Originally Posted by Dougal
Isuzu 4jb1, there was a p38 for sale with one a while back, I'd seriously consider iload engine and auto, not greatest on fuel, but reliable
Zd30 a good thing, haha, can I have some
The ones I'm talking about are in 3 navarra's (2.5l), a pathfinder and a patrol.
2 navarra's have crook injectors, 1 did 60,000k the other 120,000,. The 3rd has done about 60,000k and is getting noise.
Pathfinder less than 100,000k and had injectors replaced.
Patrol so far so good
2.5's are the YD25. Commonrail in the D40 Navara.Quote:
Originally Posted by Vern
The D22 Navara in europe got a VP44 YD25. In NZ and Aus the 4wd D22 Navaras got the 3 litre Zd30 instead.
I like the 4JB1T, but it hasn't been made or sold since the early 90's so emissions wise probably won't be legal. It also doesn't produce much power or torque due to poor airflow by modern standards. I know 3 owners who had them poke a con-rod out the side.Quote:
Originally Posted by rovercare
The 4JJ1 (16v 3.0 litre Isuzu) would be excellent, it's head to head with the ZD30, but the 4JJ1 is commonrail and will be a wiring and tuning nightmare.
The 4JX1 is a 16v 3 litre unit injector motor, but it's an orphan control system wise.
The Isuzu 4JH1 is a VP44 injection pump motor of 3 litre, but only 8v instead of 16. They are very difficult to find second hand.
Like it or not. The VP44 ZD30 has advantages over all the 4J Isuzus.
Quote:
Originally Posted by Dougal
No motor will survive a runaway like that.
IMO, the 2.8 should be a much better/stronger engine than the Tdi it was based on, MWM redesigned the cockups out of it and still use the basic block architecture on a common rail 3.0l engine, and for all the grief I've given the Tdi's on here over the years there are plenty still plugging away giving sterling service, including mine which is running a tune that really should kill it.
As Matt said the TD5 has too many stupid things that can ruin your day, although the oil in harness issue is not a game stopper, more a nuisance, and hopefully (I hope for the owners) the cracked head/fuel galleries problems are now in the past, but basic metallurgy (injector cam lobes) and the bloody oil and fuel coolers would scare the willies out of me.
JC would have a better handle on the why's and fixes, but it seems that far too many coolers fail and cause some big $$ problems.
The chain tensioner issue is one I'm not familiar with.