TD42 engine assembly

[Michael]

Na die intercooler in is was dit tyd om te gaan toets bestuur. Ek het dadelik gesien dat die turbo nie regtig wil boost nie en ek kon eers 0.5 bar boost op 3,200 rpm kry.

I then called it a day, ek was baie moeg na al die werk en wou bietjie rus.

Ek het toe die volgende dag die pype af haal om te verf en bietjie te verstel ontdek ek dat ek nooit die flange met n sealer geseel het op die intake manifold nie. Ek het ook toe sommer die exhaust pyp af gehaal van voor die silencer af vir toets doeleindes.

Hy het heelwat beter perform toe ek hom weer gaan toets maar ek het n vermoede ek het n wastegate wat lek. Simptome is soos volg en dalk kan van die experts my hier uit help. Ek het op die highway in 5de rat hierdie toets gedoen

Turbo begin boost maak op so 1700rpm
op 2000 rpm kry ek so 0.35 bar en dit is dit, geen opdraande of niks kry hom oor daai boost nie
op 2400 - 2500 rpm kry ek 0.5 bar
Die boost en engine rpm loop basies hand aan hand tussen 2000rpm en 2500 rpm wat glad nie sin maak nie.

Wat dink julle?

[Michael]

Ek het ook gister aand die neus klaar gemaak en die bumper op gesit

So die groot werk is darem nou verby

[ricster]

Fantastic mate !!!!!

[Ross]

Looks Epic....nice work

Would love to be able to fit an intercooler of that size on mine, but there is just so much less space available if you have a winch fitted!!

You`ll definitely have to do a bit of fault finding on the boost, as that doesn`t sound quite right, you should have boost a lot earlier than what you currently have. It probably varies quite a bit depending on the installation, and type of turbo used etc though. Mine is a low boost set-up and uses a Mitsubishi TD04 which is smaller than what the Aussies seem to use. I get boost from 1200rpm (0.2), and comfortably see full boost (0.5) by 1800rpm. Leaking waste gate is a possibility, but its probably worth re-checking all the hoses and connectors, in case you are leaking boost somewhere between the turbo and inlet manifold.

The exhaust makes a big difference to how low you get your boost, I gained quite a bit of low end from a 63mm (2.5") Power Flow system, including dump pipe, although some say there could be even more advantage to going to 3" (76mm).

I didn`t follow your build in detail, but injectors and pump calibration are also things that may need to be checked if you have not already done so.

[ChristoSlang]

Hello again Michael, now we also meet on the forum!

My guess is that you have the same issue that I had with the Alpine/Safari conversion's choice of turbo. The blokes at Stallion felt that it was better suited for use in large capacity petrol engine, but not the best turbo to use in a big diesel engine. This tied in nicely with my own experience.

The problem (and I'm quoting the guys who did the transplant) is that it was the best turbo tech that was available on the market when Alpine put the conversion together 15 years ago, but it's become badly outdated by today's standards. They replaced the big lump with a hybrid turbo that spools up much lower in the rev range whilst holding enough boost at higher revs. You saw the effects with your own eyes and boost gauge tonight!

Ross is correct - the open exhaust (3" without any silencers) also made an additional difference (much less than the turbo change, though). Turbo'd engines want as little pressure behind the turbo as possible to improve turbo response.

PS: It really is a very nice Patrol you got yourself there!

[Michael]

Ross, I have doubled checked for boost leaks but could not find any so I want to put that aside for now.

The one thing that I suspect is the fuel delivery...... I had the pump and injectors done at Bosch so I was hoping they will be perfect.
BUT I cannot see any smoke when accelerating. None at all!! Not even when the turbo is boosting. Do you maybe think the pump isn't delivering enough fuel?
Another thing I'm not sure of is the actuator on top of the pump. How does one test if it actually gives more fuel when the turbo comes in?

Christo, nice meeting you last night and you have a very nice ride!

The turbo might be the wrong turbo like yours was. After you left last night I took off the turbo and inspected the waste gate. It doesn't look like it was leaking and I cleaned it again and re seated it to make sure. This morning when I drove it to work it was just the same so I am putting the waste gate aside as well but not the turbo at this stage.

The exhaust I know isn't done yet, but at the moment I have a 2" straight pipe from the turbo that stops just behind the front door so I don't think the exhaust have that much back pressure. I will do the exhaust system when I get the source of the problem, don't want to pend a lot of cash on a new system and discover the turbo needs to be changed

Frans!! kan jy dalk bietjie jou input gee?

[Ross]

Michael, you may well be onto something with the pump. It`s probably fairly likey that you still have the original TD42 pump, rather than the TD42T pump that comes on the factory turbo version. When I recently had my pump calibrated I gave the specialist the calibration curves for both, and there is a massive difference in the fuel delivery at full throttle between the turbo and non turbo pumps (I can double check but if I remember correctly the non-turbo spec is about 41cc and the turbo about 68cc, so if Bosch set your pump more towards the the standard settings, the turbo will struggle to spool, and you will have very little power. If your pump is still relatively standard, then the "actuator" on top of the pump will actually just be an altitude compensator, not a boost compensator. On mine, the fuel screw has been adjusted so that the full throttle delivery is in line with the turbo spec, this gives much better power, but does make it a bit smokey when you hit the gas, as the std pump delivers as a linear curve due to the lack of boost compensator. EGT`s are fine though.

Since the pump and injectors have been done, maybe the way to go is to get it onto a Dyno, and dial in the fuel over some hard dyno runs. Get this done somewhere that has a good reputation on turbo diesels though, and specify that you want the EGT`s to stay conservative.

2" dump pipe will be very restrictive, that is what mine was before I changed it (don`t know why Alpine did this, but suspect it was a cost thing, to just re-use as much as possible of the std exhaust system), you will see a big improvement from an exhaust upgrade.

Good Luck with the final tweaks to the van.

[Michael]

Thanks for your input Ross. Yes I think a dyno will be the next stop for me. I have heard that SAC in Centurion knows their stuff so I will probably go there unless someone knows a better place?

Does the pump need to come off again for the tuning or will it be adjusted in place?

[Ross]

Fuel can be adjusted in place, so cheaper and easier than pulling the pump off again, and you can then adjust for closer to real world conditions, rather than a theoretical setting, as the actual fuel setting you can safely run will depend on what you set your max boost to, and will also be slightly higher than average due to that huge inter-cooler.

I take it you have an EGT gauge fitted already??? If not, get that done before you go any further, so that you can check how the dyno settings translate to the road (long hills on hot days are typically where you need to watch the EGT`s carefully, and tap off if necessary)

[ricster]

I agree with everything Ross said. Good info..... especially regarding the EGT monitor !!

The dyno will be able to find that sweet spot between possibly more boost needed due to the huge intercooler and piping and fuel delivery. I agree with the 2" to 3" exhaust restriction. Even the short 2" will still have huge restrictions compared to a longer 3"