That is a bit unimpressive, we all know the TD5 can get 500 nm with just a remap :D :wasntme:Quote:
Originally Posted by Dougal
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That is a bit unimpressive, we all know the TD5 can get 500 nm with just a remap :D :wasntme:Quote:
Originally Posted by Dougal
The 3 litre Iveco is a great example of just the type of engine that I believe should be in a Defender.
- Enough torque off idle to pull away with a load without boost pressure
- Best configuration for obtaining high efficiency, i.e. four cylinders with 16 valves and injection on the centreline.
- Compound or sequential turbo charging for that fat torque band.
- Four cylinders to reduce cost, both initially and over the life span.
- No need to spend $$$$ for performance upgrades, and economical fuel consumption.
With a smoke-screen thrown in free and no EGT measurements ever taken.:oQuote:
Originally Posted by isuzurover
Imagine the TD5 with a four valve head and compound turbo's....:D
Shame they aren't a more popular engine as some enterprising engineering company like Harrop have the means to model and have cast a new assembly.
meh, its only $$$$ im sure if you had the bucks you could even get someone like KOneingseggggggggg to build you a cam less head :cool:
Toyota doubled their 4cyl 2.2 litre diesel to form the 4.4 litre V8 in the current Landcruiser. My imagination inevitably forms one half of the V8 Duramax.Quote:
Originally Posted by rick130
Let's see.Quote:
Originally Posted by rick130
Solid bottom end (sharing crank dimensions with the Nissan TD42).
4 valve head that flows well.
3 litre displacement.
Possible fitment of a VE rotary injection pump. Cummins 4BT pumps can do ~180cc/1000 shots (enough for ~800Nm)
Guess who!:angel::twisted:
I've been wondering this for years. Solid 3.3 litre 4 cylinder commonrail. But the yanks don't have the market for it and the Japanese probably consider it tainted.Quote:
Originally Posted by Bush65
And entirely do-able (with enough $$, time and enthusiasm!)Quote:
Originally Posted by Bush65
I think I may have mentioned in the past me ex-JRA engineer mate who I worked with in motor racing was building a Leyland 4.4 based TD using Tdi Landy pistons and twin VW/VE pumps in the mid nineties.
He had the truck block (forged crank, 4 bolt mains) pistons and pumps but it never progressed past the mock up.
He works on design/electronic integration for a truck manufacturer nowadays and gets to play with all these nice, modern diesels.
I try not to let the mind wander like that anymore, it inevitably leads to frustration !
I drew up a rotary valve head years ago, but the problem with them has always been sealing which I reckon I could overcome, but smarter heads (pardon the pun!) than mine were never able to properly solve that little issue.Quote:
Originally Posted by uninformed
Solenoid activation of poppet valves opens a lot of possibilities!
2 strokes have had rotary valves for a long time. Fantastic power and a lot of rpm. I think they were doing about 22000rpm for a 100cc 50x50 motor in karts back when I was involved.Quote:
Originally Posted by rick130
Solinoid operated valves have been in F1 for quite a while now - it was to overcome valve bounce I think. Be interesting to see if it trickles down or if variable valve timing is considered better or more cost effective for road cars.