Thread: Has anyone compound turbocharged a TD5?

This is a volvo 2.4 diesel with the compound turbos off the Iveco 3 litre diesel.

https://www.youtube.com/watch?v=voOZCAdop7s

Here is the spec on the Iveco the turbos came from:
http://www.fptindustrial.com/product...ENT5150kW.aspx

A TD5 with a compound setup would be a cracker of an engine IMO.

A bloke I know was talking to Bruce Davis last week after having his TD5 130 serviced and re-mapped and he reckoned the TD5 was an overall better engine to play with than the later Ford diesels too.

Originally Posted by rick130

A TD5 with a compound setup would be a cracker of an engine IMO.

A bloke I know was talking to Bruce Davis last week after having his TD5 130 serviced and re-mapped and he reckoned the TD5 was an overall better engine to play with than the later Ford diesels too.

That's what I'm thinking too. Sure it has issues, but all engines do. It's better to know an engines issues before you start than find out later on.

I've got single turbo modelling pretty sorted I think and while it's possible to get plenty of power clean up-top, it's hard to get much down low. Even a VNT won't help as it's compressor side, not turbine that's struggling (surge).

Compounds would fix that. Even compounding the stock turbo should eclipse all aftermarket single turbo options for less cost.

They are getting good power out of the amaroks with the twin turbo's. Ecu re program is next on my list

Watching with interest

One concern would be the small shaft diameter in the small manifold/HP turbo, when fed with significantly denser air from the atmospheric/LP compressor.

Re TD5 vs Puma, I haven't had much to do with either, but it does seem that Land Rover did a remarkable job with the TD5, including good design for access and maintenance.

The Puma looks to be a nightmare by comparison and with the myriad of hoses could have been designed by Midas (think of the Gordian Knot, and definitely not turning stuff into gold).

Originally Posted by Bush65

One concern would be the small shaft diameter in the small manifold/HP turbo, when fed with significantly denser air from the atmospheric/LP compressor.

Re TD5 vs Puma, I haven't had much to do with either, but it does seem that Land Rover did a remarkable job with the TD5, including good design for access and maintenance.

The Puma looks to be a nightmare by comparison and with the myriad of hoses could have been designed by Midas (think of the Gordian Knot, and definitely not turning stuff into gold).

Garrett did make the GT2052 shaft even smaller than the T25 (from 6mm to 5mm). But the small wheel size helps protect it. Many much larger turbos use the same size shaft and breakages are only really common in the smaller VNT's. Mainly because they necked the shaft down ridiculously thin in the mid-section. Presumably to help spool.
Cheif managed to break the shaft on his ex TD5 turbo, but that was pushing ~30psi on a 4BD1.

It is a concern, but I'm sure that with appropriate design and control (i.e. not making the little GT2052 do the majority of the work) it'll live a decent life.

I get the impression that everyone here is sick of me rabbiting on about my Iveco, but since you bought it up






check the size of the air intake tube, at least 150mm diam

compound turbo is defenitly the way to go. In stock trim the engine is a fairdinkum ball tearer it pulls from 1200 rpm right thru to 3500 , no hesitation , no lag.

a Td5 with this setup would be amazing.