TD5 heads

**rick130** · 17th February 2013, 07:24 PM

Just had a quick squiz at Lara's pics and those simple throat and chamber mods yield good results in NA heads at small valve openings, so I can't see why it wouldn't work in a TD too.
Believe it or not, that's exactly what I'd do too.

The area below the valve, into the chamber can make a huge difference to flow at small valve openings.
Ford 1600 Kent crossflow (Formula Ford) heads have the valve sitting proud rather than relieved into the flat head face as Tdi and TD5 heads are and it really limits flow.
If those small Ford petrol heads used a small bathtub chamber, or even had the valve seated deeply into the head flow would be so much better than the standard flat crossflow head. (try and get a pic of a NASCAR or V8 Taxicar head)
The chamber wall becomes an extension of the valve seat as the valve opens and it continues the venturi action of the valve opening up until the valve is a long way open and nearing maximum flow.

We kept the valves as high as possible, trading flow for compression. (as the minimum chamber volume was measured by the piston bowl volume, not taking into account valve protrusion)

Compression isn't a problem when you have forced induction and don't have to build to strictly enforced rule book.

By radiusing the same area on the TD5 head you are improving that venturi action, increasing flow.

That's how my cylinder head porter did it fifteen years ago, and at the time he was the best in the country supplying the top V8 teams with heads (which they CNC copied)

**rick130** · 17th February 2013, 07:32 PM

Originally Posted by Bush65

Rick, I don't recall you mentioning BMW donks yet. The 3.0 litre, 6 cyl M57 engine from X5, 330 , 530 cars can produce good power and torque.

Any idea what their torque would be like below 1500-2000 revs John ?

Damn, I'm searching more stuff now John, bugger

[edit] The M57, [ame="http://en.wikipedia.org/wiki/BMW_M57"]BMW M57 - Wikipedia, the free encyclopedia[/ame] or a later version ?

**uninformed** · 17th February 2013, 09:14 PM

Rick, have you heard of the company "HeadStud Development"?

**rovercare** · 17th February 2013, 09:37 PM

Mate rang me yesterday, proud owner of a D2a, with 170k on it, just fitted VNT after turbo failure, No.1 inlet valved pulled back in the head and No.1 piston broken around ring lands, second TD5 he has had fail, other was timing chain tensioner in another disco

Don't go there

EVERYONE I know personally with a TD5 has had issues, injector loom, timing chain failures, head failures, turbo failures, fuel cooler block, etc etc....

Another dude I know, worked in a workshop, everytime he hears a TD5 he literally shudders

**rick130** · 18th February 2013, 06:08 AM

I know of one TD5 failure around here, but I blame them as they knew the head had walked and the HG was leaking but they kept driving it

Mum has one and other than the loom a few years back it's been fine, and the others I know of are OK ? But I don't know too many either.

All I said in that other thread where our posts were removed was that JC likes the TD5

Just been sussing out 1HD-FT's and you need to replace the pistons if you want any life out of them with anything over 12psi of boost and there was the big end delamination problem that lots seemed to suffer from early on (just looked like the big end failures I had with the Tdi) so decent tri-metal bearings would've fixed the problem.

Nice torque curve on the Toyota and the hybrid CT26 turbo from WA makes them get up and destroy clutches and g/boxes

**rovercare** · 18th February 2013, 07:08 AM

Originally Posted by rick130

.

All I said in that other thread where our posts were removed was that JC likes the TD5

Of course, they are good for business

1hd-FTE is the one you want!

But in all honesty, I don't think you'll be doing much anytime soon

**roverrescue** · 18th February 2013, 07:50 AM

Im with matt on this

JC likes the TD5

cos it puts his kids through school and keeps the fridge stocked with pink girly drinks

and we all know nothing will come of this rick
BUT keep dreaming big buddy - its good for your soul and good for us mob too!

S

**Bush65** · 18th February 2013, 08:15 AM

Originally Posted by rick130

Any idea what their torque would be like below 1500-2000 revs John ?

Damn, I'm searching more stuff now John, bugger

[edit] The M57, BMW M57 - Wikipedia, the free encyclopedia or a later version ?

Sorry, I was only pulling your chain. I'm sure you knew that.

But there are some reputable places in the UK (e.g. Fearn ???) using these with good results, but too expensive for my tastes.

I don't know what torque is like at low rpm (off boost). Being 3 litre probably not too shabby. This issue is my main concern with small displacement diesels.

I thought I had seen something about BAS re-mapping the 5 cyl, 3 litre version of the TDCi as used in the Masda B50 and Ford Ranger (common here unlike the BMW). I don't see a mention on Pete's website, but if he does I would be very tempted to go that way if I were contemplating an engine swap now, and not committed with my old, reliable, torquey, 4BD1T.

IMHO 4 cyl is better than more - less friction loss, less parts to replace (think $$$$ for modern injectors) at the expense of some smoothness (but I run muddies and drive on rough tracks so what smoothness). I don't know of too many modern 3 litre or greater, 4 cyl diesels that are common here, and supported with good aftermarket tuning of BAS standard. I see plenty of them towing vans and large boats around here, but I have no real experience.

**rick130** · 18th February 2013, 08:26 AM

Originally Posted by rovercare

Of course, they are good for business

1hd-FTE is the one you want!

But in all honesty, I don't think you'll be doing much anytime soon

Originally Posted by roverrescue

Im with matt on this

JC likes the TD5

cos it puts his kids through school and keeps the fridge stocked with pink girly drinks

and we all know nothing will come of this rick
BUT keep dreaming big buddy - its good for your soul and good for us mob too!

S

Damn, you're all awake up to me

You all know I'm more likely to get a 200Tdi exhaust manifold and fit a VNT to the bloody Tdi

Then Serg will give me heaps about silk purses and sows ears, and that would be too much to take

**rick130** · 18th February 2013, 09:38 AM

Originally Posted by Bush65

Sorry, I was only pulling your chain. I'm sure you knew that.

But there are some reputable places in the UK (e.g. Fearn ???) using these with good results, but too expensive for my tastes.

I don't know what torque is like at low rpm (off boost). Being 3 litre probably not too shabby. This issue is my main concern with small displacement diesels.

I thought I had seen something about BAS re-mapping the 5 cyl, 3 litre version of the TDCi as used in the Masda B50 and Ford Ranger (common here unlike the BMW). I don't see a mention on Pete's website, but if he does I would be very tempted to go that way if I were contemplating an engine swap now, and not committed with my old, reliable, torquey, 4BD1T.

IMHO 4 cyl is better than more - less friction loss, less parts to replace (think $$$$ for modern injectors) at the expense of some smoothness (but I run muddies and drive on rough tracks so what smoothness). I don't know of too many modern 3 litre or greater, 4 cyl diesels that are common here, and supported with good aftermarket tuning of BAS standard. I see plenty of them towing vans and large boats around here, but I have no real experience.

Come in spinner.

Alarm bells were ringing when you mentioned a six as I know your preference and reasons for a four but I fell for it.
I blame Saturdays jobs and not enough sleep

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