Thread: TD5 engine - origins?

Originally Posted by justinc

Exactly, a very robust engine that is way understressed in standard form. The only thing that will kill these engines is overheating. The bottom end is very strong indeed, and the technology in the fuel system and cylinder head design is world leading.

JC

I'd have to disagree with this statement. I recently replaced the head gasket on mine which went without any overheating (plastic dowels sheered).

I have recently discovered diesel in the oil, I changed the injector seals and this has not solved the problem. Most likely prognosis is a cracked head.

This td5 has been treated with the utmost respect by myself. I can't speak for the nearly 100K km before I owned it but I have had it for 60k km and maintained it well within the required service periods yet it has still (possibly) cracked the head for no apparent reason. I'm becoming disillusioned with this "world leading cylinder head design".

Originally Posted by XSiV

I'd have to disagree with this statement. I recently replaced the head gasket on mine which went without any overheating (plastic dowels sheered).

I have recently discovered diesel in the oil, I changed the injector seals and this has not solved the problem. Most likely prognosis is a cracked head.

This td5 has been treated with the utmost respect by myself. I can't speak for the nearly 100K km before I owned it but I have had it for 60k km and maintained it well within the required service periods yet it has still (possibly) cracked the head for no apparent reason. I'm becoming disillusioned with this "world leading cylinder head design".

That's bad news, and I am sure we all offer sympathy, but every vehicle has the odd unexpected failure. It is rotten when we are the victims, but I don't think it alters the fact that they are a fine engine, with many examples covering huge distances without major incidents.

I hope it turns out to be an easy fix.

Cheers,

Paul

Originally Posted by StephenF10

Could this be the reason for the head movement that sometimes occurs and shears the plastic locating dowels? I would have thought that a long stud that goes through to the bottom of the block would be less stiff than a short stud in the head.

Stephen.

Possibly. Im not sure if if should be better or worse as the longer bolts will maintain a more consistent clamping pressure.

My opinion is that tightening the studs to yield is probably a major factor in the head problems as any further stretching is permanent and will result in a loss of head clamping pressure.

Originally Posted by XSiV

I'd have to disagree with this statement. I recently replaced the head gasket on mine which went without any overheating (plastic dowels sheered).

I have recently discovered diesel in the oil, I changed the injector seals and this has not solved the problem. Most likely prognosis is a cracked head.

This td5 has been treated with the utmost respect by myself. I can't speak for the nearly 100K km before I owned it but I have had it for 60k km and maintained it well within the required service periods yet it has still (possibly) cracked the head for no apparent reason. I'm becoming disillusioned with this "world leading cylinder head design".

The injectors are bad luck, but the rest sound like it has been overheated or it runs high EGT's. Have you warped exhaust manifolds before?

Originally Posted by Slunnie

The injectors are bad luck, but the rest sound like it has been overheated or it runs high EGT's. Have you warped exhaust manifolds before?

I once had a snapped exhaust manifold stud, they were replaced with M10 studs haven't had an issue since. Manifold was ok. I don't have an egt gauge atm but engine block temps generally low.

It has bigger intercooler, silicon pipes, egr removed and I don't generally flog it at all. I guess it could be high egt's I wouldn't know.

It definitely hasn't been overheated, on one occasion it dumped all it's coolant due to the blown head gasket pressurising the coolant system. I noticed this immediately and pulled over and shut down the engine so it wouldn't over heat.

Head was thoroughly tested and checked when they did the head gasket replacement and it definitely hasn't overheated since. I noticed on one occasion it was a little warmer than usual and this is what caused me to check the oil and noticed it was higher than it should be and smelt of diesel, but the diesel would have been leaking before this as there was a fair bit in there.

Originally Posted by Psimpson7

The engine uses ‘through-bolt’ fixings for the cylinder head, which ensures that each cylinder bores is subjected to the same compression from the head. This allows close tolerances to be used for piston rings due to the bore-to-head stablility, reducing emissions and minimising oil consumption. This is helped by diamond micro-finishing of the cylinder bores, a proven Rover method.

So can these engines be rebored to suite oversize pistons when it does wear out.

Dave.

Originally Posted by Bigbjorn

The ECU was developed in conjunction with Lucas!!!!

Does this explain the multiple and ongoing electrical/electronic problems and failures suffered by writers to this forum?

My experience with British cars and trucks has firmly convinced me that the Poms have absolutely no idea when it comes to designing auto electrics and gearboxes.

Mr Lucas....colloquially known as "The Price of Darkness"

Mr Lucas....colloquially known as "The Price of Darkness"

It's Prince you commoner although maybe should be King.
Although their starter motors are pretty good. It was only those crap alternators that were bad, and once replaced with a Bosch most electrical problems were fixed.

Regards PhilipA