Nissan Patrol 4x4 (Africa)

Peter Connan wrote: ↑14 Apr 2023 12:36 I suspect you have already considered this, but if you do still intend to turbo it later, it may be worth while speccing the ECU setup for that already.

While the TB42 and 45 do have pretty low compression ratios, the design of the combustion chamber is not well suited to bigh compression ratios, and in fact even on a NA setup one has to run fairly low advance to prevent pre-ignition.

I don't know what the guys who put turbos on do to deal with that. I am sure Frans Fourie will be able to advise on that as well.

Alex Roux wrote: ↑14 Apr 2023 09:54

jakeslouw wrote: ↑13 Apr 2023 15:57

symmetry4wd wrote: ↑13 Apr 2023 11:17 The owner is going V8 in his Patrol.

And you should have also thought about this. Rocket88 would have had you sorted. NOTHING beats a decent V8. I hope you didn't pay more than R20k for the TB42E.

I am not convinced.
The Y60 / Y61 chassis was not designed for V8s. both in terms of width and the routing of the pipes to the back.
Yes, it can be done, but requires much more work than what I call a "native" conversion, i.e. putting a Nissan inline-6 engine inside a Y60/61 chassis. It fits and potential complications are much less (not least of all servicing your starter motor on a narrow chassis). Foreign conversion also fetch lower resale values. Purely as a toy, yes, but not as a day-to-day or touring vehicle. And even then, you can get a LOT of power out of turbo-ing the TB series engines. That option remains once you go fuel injected.

jakeslouw wrote: ↑14 Apr 2023 11:52

symmetry4wd wrote: ↑13 Apr 2023 21:37 R100K minimum for a decent V8 conversion vs the R12k I'm spending on the EFI, I don't think its a fair comparison.

R12k is acceptable. I'd then consider what Alex said and go for a turbo. The TB42 CR is 8.3:1 as far as I know, which implies a fair amount of boost can be added before you start reaching the 10:1 boundary. The issue then becomes adequate fuel delivery at boost, which implies bigger injectors and a better ECU which understands inlet air pressure and air flow.

Peter Connan wrote: ↑14 Apr 2023 12:36 I suspect you have already considered this, but if you do still intend to turbo it later, it may be worth while speccing the ECU setup for that already.

While the TB42 and 45 do have pretty low compression ratios, the design of the combustion chamber is not well suited to bigh compression ratios, and in fact even on a NA setup one has to run fairly low advance to prevent pre-ignition.

I don't know what the guys who put turbos on do to deal with that. I am sure Frans Fourie will be able to advise on that as well.

jakeslouw wrote: ↑14 Apr 2023 12:45

Peter Connan wrote: ↑14 Apr 2023 12:36 I suspect you have already considered this, but if you do still intend to turbo it later, it may be worth while speccing the ECU setup for that already.

While the TB42 and 45 do have pretty low compression ratios, the design of the combustion chamber is not well suited to bigh compression ratios, and in fact even on a NA setup one has to run fairly low advance to prevent pre-ignition.

I don't know what the guys who put turbos on do to deal with that. I am sure Frans Fourie will be able to advise on that as well.

Correct. You'd need an ECU that can do spark advance and retard, as well as increased fuel pump flow rates for the injectors and advanced injection timing. I'd say something that can handle at least one O2 sensor, preferably 2 for a close loop system. Something like the Spitronics Mercury.

bogeyman wrote: ↑18 Apr 2023 11:57 I replaced a TB42e in my Gq with a TB45e.
As far as I know the cam in the TB42e is slightly different to the carb model.
As Peter will confirm , the gq engine bay and adequate cooling cannot be mentioned in the same sentence.
Turbo conversions will add a lot of extra heat and you will need to plan well to get reliability , especially when doing slow uphill trails on hot days.

Peter Connan wrote: ↑19 Apr 2023 19:56 I don't think thicker radiators help. They have more water capacity but restrict air flow more, and air flow management is the issue with the GQ.

I had a thicker custom radiator. When it failed I replaced it with a brand new Nissan radiator. It probably reduced temps by about 10 degrees.

My stainless steel high-flow grille also helped.

bogeyman wrote: ↑02 May 2023 17:05 ( How are you finding the TB45E compared to your TB42E? Fuel usage, performance? How was the swap with the wiring etc? )

The performance was slightly better , but my 4.5 is not tuned for all the available power in favor of reliability and running slightly cooler.
I get an average of 6km/l. It still has the old 3 speed auto with a very long overdrive. 160km/h at 2600rpm.

Used the old 4.2 management and got it working well with a bit of tweaking. It has done about 200k km like this with very little problems.