Thread: HS 2.8L TGV - any opinions ?

Originally Posted by p38arover

Without reading all pages in this thread, has anyone referred to this page: 2.8L TGV Diesel Engine

No, but Serg has an HS2.8 TGV in his 110 so can give a pretty good idea of what's what.

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.

Originally Posted by rick130

Nothing can change that mate, cc's matter off idle, it's just like our Patrol with the TD42T.
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

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....

Originally Posted by rick130

Nothing can change that mate, cc's matter off idle, it's just like our Patrol with the TD42T.
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

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. Pat

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

Originally Posted by PAT303

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...

Originally Posted by p38arover

Without reading all pages in this thread, has anyone referred to this page: 2.8L TGV Diesel Engine

Thank you Ron, I've done a lot of Google searches in the past month but never seen reference to this - looks very constructive.

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 ....

Originally Posted by isuzurover

My 3" Mandrel bent exhaust cost $500, including a custom dump pipe.

Serg (uninformed) has a fancy stainless one, but it does the same job.

In a turbo diesel you want to minimise pressure drop after the turbo to maximise performance (both spool up and peak power) - that means a large exhaust.

Serg was kind enough to give me a drive of his 2.8 when I was last in Brisbane. It goes very well, however the low down torque is not a patch on the 4BD1T.

Isuzu, Serg, this big difference surprises me. Just going on the figures I would have thought the HGV would pip the Isuzu in torque.
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.