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:lol2:Quote:
Originally Posted by uninformed
Nothing can change that mate, cc's matter off idle, it's just like our Patrol with the TD42T.Quote:
I havent driven an Isuzu, but I didnt think it would have near the torque of a well sorted Isuzu.
cheers,
Serg
The Defender flogs it above 15km/h, but off idle 2.5 litres can't match 4.2, no matter how much fuel I dump in the little jigger.
Also, your 2.8 is dead stock, Ben's Isuzu isn't ;)
No, but Serg has an HS2.8 TGV in his 110 so can give a pretty good idea of what's what.Quote:
Originally Posted by p38arover
Thanks, Ron, I'd lost David's pages, his alternator strip was a good reference for me years ago.
He's a member here too.
if anything I reckon my 2.8 is under done in the Intercooler department....but yes there is no replacement for displacment ;)....now the new v6 or even the last 3.2 v6 would be nice in a def'r but thats just pixy dust....Quote:
Originally Posted by rick130
The line is getting more blurred everyday Rick.The TDCi Defender thanks to a better turbo,injection etc and the six speed really makes the D4DV8 feel abit silly even though the V8 is twice the capacity,it gets buy on shear grunt,not good engineering.My Aunties little VW Polo TD with seven speed auto takes off like a scalded cat thanks to the close gearing keeping the thing spooled up even at idle,that thing is always giving it's best because of the gearbox.If toyota made the 79 series with a 6 speed with matched ratio's it would be the best thing on the road instead of a bitsa. PatQuote:
Originally Posted by rick130
apples for apples Pat.....imagine if those VW, BMW, Merc and Ford/peugot engines had a 4 ltr + capacity............
Thats my point Serg,the 79 would be a standout with a good gearbox.The gearbox is the ignored point as everyone wants power but it's every bit as important. Pat
no, I ment more the tech development of the engine....there are smaller euro diesels putting out more NM than the Toy V8D...Quote:
Originally Posted by PAT303
Thank you Ron, I've done a lot of Google searches in the past month but never seen reference to this - looks very constructive.Quote:
Originally Posted by p38arover
Serge, I've still yet to speak to MD about their exhaust thoughts but I'm pretty sure David Jackson thought 2.75 perfect, but because that would work out v expensive as not stock, he normally settled on 2.5 as the best compromise, rather than 3", which he had reservations about. I expect a reply from him soon about that.
Either way, looks as though this is an important expense I should be considering. Perhaps I should be adding $1000 to the total cost of this replacement, although from what I gather it seems a good thing to do anyway.
So If I stick with my 'creative accounting' plan as mentioned previously, the cost of a 2.8TGV replacement still hovering around 8.5k, barring added expenses of fitting. I'm keeping the blinds drawn firmly on that for the moment .... :eek:
Isuzu, Serg, this big difference surprises me. Just going on the figures I would have thought the HGV would pip the Isuzu in torque.Quote:
Originally Posted by isuzurover
TORQUE COMPARISON :
2.8 TGV : 277 lbf ft @ 1,400 rpm
4BD1T : 243.4ftlbs @ approx 1800rpm
IF there is a noticeable difference is this down to sheer capacity ?
Or are the 4BD1T stats wrong ? I grabbed them off the internet.
Isuzu clearly HP winner at lower revs but Torque a radically different story.
Or are there different ways to reading them ? Dunno myself obviously.
LR Stats below according to MD Engineering.
LR ‘300’ Tdi STANDARD
Displacement :- 2,495 cc Maximum power :-111 bhp @ 4,000 rpm
Maximum governed rpm Maximum torque :-
4,000 195 lbf ft @ 1,800 rpm
International HS 2.8L TGV (Variable Geometry Turbo)
2,785 cc 135 bhp @ 3,800 rpm
277 lbf ft @ 1,400 rpm
International HS 2.8L WG (Wastegate)
2,785 cc 132 bhp @ 3,800 rpm
262 lbf ft @ 1,600 rpm
Displacement :- Maximum power :- Max governed rpm Maximum torque :-
Displacement :- Maximum power :- Max governed rpm Maximum torque :-
ISUZU 4BD1T
Power output Turbo: varies but up to 140.8hp @ approx 3000rpm.
Torque output Turbo: Varies but up to 243.4ftlbs @ approx 1800rpm.
I've just got a copy of the Fitting Instructions for the 2.8 by MD Engineering.
At first glance there are indeed a few parts to be used from the displaced motor :
Manual
2. Use the ‘300’ Tdi flywheel housing, starter motor and fixings from the displaced engine.
Auto
3. Use the ‘300’ Tdi backplate, starter motor and fixings from the displaced engine. Fit the new M&D drive plate together with the standard ring gear. Use the spacer (if fitted), spigot aligner and buttress ring removed from the displaced ‘300’ Tdi. Torque bolts as detailed below.
Also
10. The standard ‘300’ Tdi top hose and bleed hose assembly are used. The bottom hose is extended, see Fig 9, and section 15 in the parts list.
11. The standard ‘300’ Tdi heater hoses are used. Shorten the hose that connects to the water rail by 2 1⁄2” (water rail end), this gives clearance between the hose and large air cleaner hose. See photos Fig 4.
So that's not much really. Including Air con parts too. I'll try and attach a .pdf of the Fitting Instructions next week when back in Sydney. They seem to be pretty comprehensive.