Thread: are these industrial engines suitable for automotive use?

The main difference in industrial and automotive is the rev range and where it produces it's power.
As per the pics, it's peak power is down around 1400rpm mark and drops off significantly to its max of 2200rpm, a bit too low for on road use.
I wouldn't bother as there are at better options than limited availability engines.

Cheers

Andrew


Sent from my mobile tellingbone using rock carvings.

I looked at these engines particularly the 444 model they seem like a very well designed and strong engine.
these engines also were used to achieve the world speed record for a diesel by using 2 upgraded 4cyl jcb's each rated at over 750hp
And yes they lack in revs by the looks of the curves but then again so does the well renowned isuzu 4bd1

Originally Posted by LOVEMYRANGIE

I wouldn't bother as there are at better options than limited availability engines.

oh, i see what you mean re the power curve. i found some 4bd1 performance curves and some are just not quite right (chinese versions?), but the power does keep going up as the revs keep rising.

if you wanted to transplant a motor in the future it would be hard to go past the 2.7 td v6 especially as it's coming in the territory too so it's going to be more common and parts should get cheaper. but a lot of electronics to sort out!

what mechanical diesel motors are around which are modern and widely used and "smoother" than the isuzu? i do like the idea of taking an old rangie, tidy her back up to factory but plonk in a robust economical mechanical grunty diesel but one from this century!

my old boat had a volvo md3b (from memory) it was only around 36 hp but it was a lovely sounding motor , slow revving (when i used it) and under stressed, it just seemed to lope along day and night. an automotive motor that can replicate that would be a good thing. it was by no means a rattler. i lived on that boat for a couple of years and it was a very unobtrusive motor.

If someone could design/make an ECU just for the 2.7TDV6 motor and nothing else there would be a market for it. I for one would put the 2.7 in my Series1 Disco, plenty of roon under the bonnet and the defenders as well. There is a Guy putting this motor into his Defender over in the UK. I read it here somewhere but can't place it at the moment.

Cheers
Luke

Those JCB motors look like they are optimised to operate at 1200-1600 rpm. And the curves only go to 2200. (they are also a bit dodgy - note the change in scale?!?!).

The 4BD1 revs to 3400-3600 rpm in stock form. It also has a flat torque curve from ~1200 to ~3000 rpm in na form (turbo is a bit peakier).

The sharp decrease in torque above 1600 rpm in the JCB engine would make that motor pretty useless in a vehicle IMHO.

Originally Posted by isuzurover

Those JCB motors look like they are optimised to operate at 1200-1600 rpm. And the curves only go to 2200. (they are also a bit dodgy - note the change in scale?!?!).

The 4BD1 revs to 3400-3600 rpm in stock form. It also has a flat torque curve from ~1200 to ~3000 rpm in na form (turbo is a bit peakier).

The sharp decrease in torque above 1600 rpm in the JCB engine would make that motor pretty useless in a vehicle IMHO.

You would have to gear it so that this corresponded to your maximum speed, or near it, and this would mean it was pretty inflexible. But the curves are not too different from those which were successfully used in vehicles - in the 1930s!

John

Originally Posted by JDNSW

You would have to gear it so that this corresponded to your maximum speed, or near it, and this would mean it was pretty inflexible. But the curves are not too different from those which were successfully used in vehicles - in the 1930s!

John

Almost anything is possible in theory, but the 3.54 diffs and 1:1 high range which the 4BD1 uses are the tallest gearing options available from Land Rover.

Remind me what the average top speed and Bhp of vehicles in 1930 was???

These might be a better fit:

International Engines, Brazil