Thread: Eny meny miney mo which diesel motors the go

So how come there is alot of Tdi's that haven't gone bang?.If they are overstressed why does the tojo 4.2TD snap cranks,we had one last year with 48k on it and I know of another two,66k and another 2 weeks after leaving the showroom?.Both nissan and tojo 4.2's overheat,ALL cars overheat in 40+ degree temp because all makers only test to 40 degree's and to make matters worse 90% of 4wd's have spotlights that would cook a chook from 100 yards in the rad airflow and all are overweight as people go to town on crap they don't need or use.I can tell you that 99% of overheating and mechanical breakages are caused by the way the vehicle is driven and serviced,10 years of fleet service has taught me that. Pat

[QUOTE=uninformed;922152]FOR WHAT ITS WORTH...
my opinion and thats all it is, an OPINION


i think we will find more of these new small capacity diesels lasting less km/hrs than there forefathers...especially in trucks that like LR's that are heavy and are required to work.

MY EXPERIENCE WITH THE 300TDI:

LR specialist.... bearing had spun from crank to conrod, needed new crank and rebuild from bottom up.....he gave me options. after talking to a very cluey engine builder who also knows LR products well, he gave me his honest opinion on the 300tdi.... and that was it was tuned for too much power for its design and for the work required...taking into account all things including the intercooling and cooling systems etc. his thoughts were for a long term engine the 200tdi was at max power output. also at the time my truck was in the mechanics workshop, 2 other 300 tdis were needing complete rebuilds, 1 cooking the pistons and one had a hole in the casting in the block leaking coolant into the sump...

personally i feel with the extra stresses on smaller capacity, higher tech diesels, coupled with LR's poor build quality/consistency and sometimes bad design practices that the 300tdi/td5 dont stand a good chance in a heavy working vehicle.

Yes the size of the tdi/td5 engine and the weight some 2100+ kgs of british engineering of my 130, I spend most of the time loaded with an extra 600kg of gear to carry around. That is why I pondered the tgv 2.8's bigger engine less stress I'm not entirely sure though. Lets face it the numbers on this motor are impressive (as is the cost) but is it just more highly tuned or has it been reengineered structurally to take the extra torque it delivers. I am jnot sure, most engines that are increased in cc'c are generally just bored out versions of their smaller motor derivatives with no extra strengthing to handle it.

Originally Posted by PAT303

So how come there is alot of Tdi's that haven't gone bang?.If they are overstressed why does the tojo 4.2TD snap cranks,we had one last year with 48k on it and I know of another two,66k and another 2 weeks after leaving the showroom?.Both nissan and tojo 4.2's overheat,ALL cars overheat in 40+ degree temp because all makers only test to 40 degree's and to make matters worse 90% of 4wd's have spotlights that would cook a chook from 100 yards in the rad airflow and all are overweight as people go to town on crap they don't need or use.I can tell you that 99% of overheating and mechanical breakages are caused by the way the vehicle is driven and serviced,10 years of fleet service has taught me that. Pat

Pat theres a lot of difference in capacity between 2.5 and 4.2L far more torque. Perhaps it has more to do with keeping tolerances down and engineering to a level that manufacturers consider these days as adiquate. Most of my experiance come from old 50's cars that ran forever because they were so over engineered and of cause they did not go that fast. I wonder with Landies if the more highly developed small diesels are bett of in smaller cars and that Defenders would indeed benifit with larger capacity but detuned and engineered to last as good as the Isuzu tractor motors.
Garry

Have a look at why most Tdi's die.Overheating.If there was a problem they would be stopping early on in the peace but they aren't,most overheated Tdi's and Td5's are over 5 years old and overheat because the rads are internally blocked,the thermostats are original or the hoses have never been changed,that is why they fail,not because they are overstressed.Both of the above mentioned 4.2's crack heads too and they aren't alloy either so that blow's the alloy head arguement.Look through the threads and find the one were a disco towed a RRC up from southern NSW and check out the fuel usage,EGT temp and actual coolant temp and show me a stressed engine. Pat

Originally Posted by PAT303

So how come there is alot of Tdi's that haven't gone bang?.If they are overstressed why does the tojo 4.2TD snap cranks,we had one last year with 48k on it and I know of another two,66k and another 2 weeks after leaving the showroom?.Both nissan and tojo 4.2's overheat,ALL cars overheat in 40+ degree temp because all makers only test to 40 degree's and to make matters worse 90% of 4wd's have spotlights that would cook a chook from 100 yards in the rad airflow and all are overweight as people go to town on crap they don't need or use.I can tell you that 99% of overheating and mechanical breakages are caused by the way the vehicle is driven and serviced,10 years of fleet service has taught me that. Pat

so me getting it serviced every 10k on the nose by a LR specliast, getting the rad pressure washed and checked every 18months and not exceeding the load limit on the tray or towing was treating the vehicle in a way that made the engine die at 240k

and the head had a defect from the factory.. along with LR known poor quality contorl.

mate tell yourself what you want, get all emotional about a brand thats close to heart.... doesnt bother me

i have only ever owned LR vehicles. i know that toy and nissan both break down, they are all ****, just the depth varries....

my point is the old diesels lating 1million ks are simply better built and less stressed...

RE THE TGV 2.8

i have one now, it is bigger capacity by bore and stroke, they redesigned the cooling galleries, they use a forged crank, a new turbo, new alt and vacume pump, engine mounted oil cooler... they're not way more powerfull, they have more pull but not alot more power... i expected a bit more than what it really is but atleast it runs...

what needs to be done: i need to run a full size intercooler and a full size radiator. i need to vent the engine bay as Def's are notorious for traping the heat in.

Serg

Originally Posted by uninformed

RE THE TGV 2.8

i have one now, it is bigger capacity by bore and stroke, they redesigned the cooling galleries, they use a forged crank, a new turbo, new alt and vacume pump, engine mounted oil cooler... they're not way more powerfull, they have more pull but not alot more power... i expected a bit more than what it really is but atleast it runs...

what needs to be done: i need to run a full size intercooler and a full size radiator. i need to vent the engine bay as Def's are notorious for traping the heat in.

Serg

Hi Serg
so at the end of the day was the tgv worth the money I have been told around $10K for one fitted?? Sounds like you have mixed feelings about it?? I thought that seeing everything is new was an attractive aspect of the motor. I just replaced the clutch and alternator and that was $1500 worth my injectors need cleaning/replacing the mechanical pump needs servicing/new seals so whats that worth $2-3K it can start to add up. In fact we could be heading to half the cost of a new motor in those couple of items and I am not sure what else it's going to need in the next couple of years? A bottom end rebuild; or new rings at 250,000 kms thats only 12,000kms away. A brand new motor minus the resale of my 300TDI plus the on going maintainace incurred with it. To pull the bottom end down got be a$1K + in that??? This is what I keep pondering about what is economical long term considerations with the car. It is my work vehicle and it serves my needs fantastically it has to be reliable which it is but little bits start needing attention then its a pain work wise as well as extra costs Interested to hear comments
Garry

Originally Posted by uninformed

so me getting it serviced every 10k on the nose by a LR specliast, getting the rad pressure washed and checked every 18months and not exceeding the load limit on the tray or towing was treating the vehicle in a way that made the engine die at 240k

and the head had a defect from the factory.. along with LR known poor quality contorl.

mate tell yourself what you want, get all emotional about a brand thats close to heart.... doesnt bother me

i have only ever owned LR vehicles. i know that toy and nissan both break down, they are all ****, just the depth varries....

my point is the old diesels lating 1million ks are simply better built and less stressed...

RE THE TGV 2.8

i have one now, it is bigger capacity by bore and stroke, they redesigned the cooling galleries, they use a forged crank, a new turbo, new alt and vacume pump, engine mounted oil cooler... they're not way more powerfull, they have more pull but not alot more power... i expected a bit more than what it really is but atleast it runs...

what needs to be done: i need to run a full size intercooler and a full size radiator. i need to vent the engine bay as Def's are notorious for traping the heat in.

Serg

The Tdi heads were redesigned with larger coolant galleries around 2000-2001.So you had trouble with yours so they are all no good?,poor quality control? are you kidding me!!.I spent a years pay yesterday when I bought a L322 RR with a 3.0ltr diesel,should I start saving for a new engine for that.If you can tell me what size engines stop being overstressed so I have an idea what to buy,then again I could just park it next to my Tdi that has 410,038km's on it and hope for the best.On the quality bit I worked on a mine site with 128 vehicles on it,120 tojo's,8 Td5 130's,All 120 tojo's were sent back to toyota,some of them 3-4 times for safety recalls.LR's might leak but at least the wheels don't fall off or brakes fail. Pat

Originally Posted by uninformed

over fueling in diesels leads to higher EGT's compared to a lean petrol engine.

even when only doing 90km/hr on the highway with a trailer on the EGT's increase a large % over no trailer...

cheers, Serg

If you reach petrol EGT's with your diesel, then it's already melted something.
Of course EGT's increase with a trailer on, EGT is your #1 indicator of engine load. More load = higher EGT's.

I doubt your engine builder has done any analysis on the engine to determine what "overstressed" means and which components are "overstressed". In short he's pulling stuff from thin air.