Thread: Various R380 gearboxes

Originally Posted by Dougal

My calcs put 25psi as a safe figure for 420Nm from a TD5.

I emailed J E last night and apparently their stage 2 TD5 setup runs 1.1bar or 16psi boost.

I'm waiting to see some graphs of land rover based 4bd1 outputs before I believe the claims.

A TD5 would be extremely hot and smokey at 16psi and 420Nm. I'd scratch JE Engineering off the respected tuners list if that were true.

What would you like on said graph? I have Excel.

Honestly I can't understand why you think a 2.5 litre engine produces more torque than a 3.9 litre engine.
You are an engineer, you can do the maths.

Here is a data point for you.

Isuzu UM4BG1TCX Marine engine.
147kw at 2,800rpm
This is 501Nm.
ISUZU MARINE ENGINE INC.

The 4BG1 is of course 10% bigger capacity than a 4BD1T, it is bigger bore. Scale the 501Nm back to 4BD1T displacement and you are still around 450Nm.

Graphs are in here:
http://www.isuzumarine.co.jp/english.../um4bg1tcx.pdf

Originally Posted by Dougal

Every extra detail you add to a job increases the cost.
Machining the pocket for the insert. Costs.
Pitching out, drilling and tapping the threads for the bolts. Costs.
Sourcing the brake rotor or cast iron insert costs.
Machining, drilling and countersinking the bolt holes in the cast iron insert costs.

I'm not going to do any of that unless a machined steel surface is shown to be completely unsuitable.

Big difference when we are talking a 900hp 18000rpm V8 vs a 3000rpm diesel and the amount of mass you want to have to spin.

Machining: on mill.
Pitching: on indexing head.
Drilling/Tapping: on mill.
Brake rotor: 4 for $10 at wreckers.
Drilling/countersinking: on mill.

All work done in house (well garage) by hand, needed as the brass clutch pucks rip themselves and the cast to shreds by the time other things needed rebuilding anyway so a clutch rebuild included a new friction surface.

So essentially the inserts were needed because the clutch discs were consumed regularly to the point of damaging them?

Yeah both clutch pucks and inserts were regularly replaced.

Originally Posted by clubagreenie

Yeah both clutch pucks and inserts were regularly replaced.

Makes sense then. I'm pretty easy on clutches, to the point where I've never actually worn one out. If a steel face will do 100,000km then that'll likely cover all the vehicle will do.

When you have to launch 800+ HP with 600+ Nm which needs to idle at 2500rpm, through a stock driveline on slicks you learn to be gentle because theres a lot of fuses in the system.