Cast Iron heads for 300TDi?

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Originally Posted by Jeff

The reason the TDi went to a timing belt instead of a chain is because a previous Rover engine the 2.25 had a cam chain. It was not normally a problem in Land Rovers, but the same engine was used in black cabs and prolonged idling caused oil pressure related problems, as the oil pressure driven cam chain tensioner would not operate properly at idle. Engine problems ensued and Rover went to a belt as it was not only not dependant on oil pressure, it was quieter.


Jeff

:rocket:

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I'm not sure I understand how the variable oil pressue would cause problems with the chain tensioner.The tensioner mechanism has a ratchet device so that tension is maintained when oil pressure drops as when engine is shut down. This works very reliably on 2.25 petrol engines. Perhaps the cam/injection timing of the deisel is more sensitive to chain stretch or when there is some lash in the chain, but not quite enough for the tensioner mechanism to adjust to the next tooth on the ratchet.In which case a finer toothed ratchet may have been a solution.

I believe the universally highly respected Gardiner deisel engines had chain driven timing gears.
Bill.

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Originally Posted by Casper

That would be great but having the possibility of running common rail would make it even better, more power and economy for those not so worried about electrics.

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Commonrail doesn't have any significant power or economy benefits over mechanical direct injection, but it can burn a lot cleaner and quieter with pilot injection.

Nissan use timing chains and hydraulic tensioners on most of their engines, some of them (like the LD28) have a habit of jumping a tooth if revved when the engine is cold and oil pressure is low. These aren't ratchet tensioners, just spring backed with oil pressure.

Precombustion chamber diesels (indirect injection) are a major step backwards in power, efficiency and head-strength.

Funny how alloy headed Tdi's overheat and fail because people won't spend money to fix them properly but then have no problem spending alot more for a cast iron head that will somehow by a miracle won't have a problem with overheating just because they are cast iron???. Pat

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Originally Posted by PAT303

Funny how alloy headed Tdi's overheat and fail because people won't spend money to fix them properly but then have no problem spending alot more for a cast iron head that will somehow by a miracle won't have a problem with overheating just because they are cast iron???. Pat

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:confused:

someone just recast the the older heads.. do it now! alloy or iron there's owners out there would give a boolok for a new one.... Who's moaning about there not being a 300tdi iron option!? If your head fails cos you poked it -> just get a brand new one and count yourself lucky... my 200tdi is on scraps! :p

Copy of an email (at bottom) I sent to Turners asking if there was anyone making a cast iron head for the 300TDi and their reply. I also sent an email to a Chinese company and they are going to make enquiries and get back to me during the week coming, Regards Frank.

Dear Frank
I am afraid there is no such thing as a cast iron cylinder head for the
300TDI.

Provided the 300TDI engine cooling system is kept in good order and the fuel
injection equipment serviced on time, Ie combustion conditions are good the
head gasket/cylinder head should not be giving any problems. We supply both
south American and the Spanish replacement cylinder heads and under good
operating conditions they will not give trouble. We also use the composite
original Elring head gasket rather than the mls later type

Reference cast iron, this type of head was fitted to the 2.5TD engine in the
80's and we were selling just as many of those as we are for the 300TDI if
not more due to cracking of the cylinder head caswtings due
overheating/faulty injection equipment. The same principal applies, for a
head gasket/cylinder head to last good operating conditions are required.

Often the radiator is a culprit with the 300tdi as it relatively small and
when partially blocked will cause problems with the engine.

I trust the above explains and should you require a new cylinder head
assembly this is available direct from our online store here.
http://www.turnerengineering.co.uk/acatalog/300Tdi.html
Regards
Frida Turner
Turner Engineering
Churchill House, West Park Road, Newchapel, nr Lingfield, Surrey RH7 6HT,
United Kingdom
n Tel : +44 (0) 1342 834713
T Fax: +44 (0) 1342 834042
www.turner-engineering.co.uk
www.turnerengineering.co.uk

Division of Agency & General Investment Co Ltd
Registered in England No: 1115015 - Registered Office : BR1 3RA
VAT registration No: GB 210 9301 15

-----Original Message-----
From: sales@turner-engineering.co.uk [mailto:sales@turner-engineering.co.uk]

Sent: 25 February 2012 05:13
To: sales@turner-engineering.co.uk
Subject: Cast Iron 300 TDi cylinder head

Name:Frank Stanton
Email Address:Frank.Stanton@bigpond.com
Message:
Is there a cast iron cylinder head for a 300TDi, it seems to be a major
problem with this motor, especially here in Australia.
Most alloy 300 TDi heads seem to give up the ghost between 250,000klms and
300,000klms. Given the vast distances travelled in outback Australia a cast
iron head would give more confidence and reliability then the alloy heads.
With the Chinese copying everything nowdays at a good price maybe some bare
heads could be bought and machined by you. There would be a tremendous
market in Australia for a more reliable head for the 300TDi, Regards Frank.

Thanks Frank, Frida's comments makes sense, and we all recognise the radiator is marginal in capacity.

I wonder which head Turners reckon is better ?
The Brazilian or Spanish version ?

It's not a good comparison saying that the idi 2.5td cast iron heads also cracked. IDI heads are weaker due to the large hole that is the pre-combustion chamber pocket and take more load due to the higher compression ratio.

Isuzu has a great example, the Isuzu 4BD1T is a 3.9l direct injection turbo engine with cast iron head. Head failures are rarer than bigfoot sightings.
The Isuzu 4BD2T engine is exactly the same block but indirect injection with a cast iron head fitting precombustion chambers and slightly higher compression ratio (about 2 points).
The 4BD2T cracks heads often enough that replacements are all over ebay.

Re Turner Engineerings reply. Whilst they obviously have an excellant reputation for engine reconditioning, they are probably not known for innovation.With the exception of Ashcrofts,if it was left to British industry to develop upgrades for Landrovers we'd be still stuck with 10 spline halfshafts and 2 pinion non locking differentials. And that is coming from a Pom.
Tank, send your enquiry to the manufacturers of Yella Terra heads.
Bill.

As with what Turner's said, I'd add:

uping the boost (gasket cant cope)
uping the fuel (EGT's and engine temps rise, head cant cope)

How much is a new head going to cost? If you go to the trouble of setting up a full width intercooler and a almost full width Rad, that could help long term....yes you have to replace Rads eventually, but if you not changing the cause of the problem, just the result, you will have to replace that again also.