Na, he can just wait until its all released.
"Red herring brigade,, Asssseeeemmmmbbbllleeee" in Ron Bergendy voice.
TOO FUNNY!!! 
Performance Diesels.
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TOO FUNNY!!! - Thread starter
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OK, a lot of information and far more responses than I was anticipating so I will do my best with my replies.
My brain is still waking up, but a big thank you to all the responses and I'm going to keep this rolling either here on in my own research, already learning new things.
5L 12HT would be very interesting! It is an engine that I'm looking into for my personal vehicle (troop carrier), but for the reasons you've mentioned I've mostly taken it out of consideration for customer/custom vehicles unless they are willing to part with the cash and willing to experiment. I'd rather have a few different engines I can get to know well and make reliable power with, that have parts more readily available.
There is a fella over here who runs a slightly modded 12HT with one of the forum members custom C26's (name escapes me right now but I think it's the gturbo link) on SVO happily. I think he is a member of this forum as well (TimHJ61) I do think if you were running a light enough rod you could have a bit of fun with the output figures, but still not the most efficient engine to work with!
I haven't explored 3B/13BT's at all, though I think there is a 75 sitting in a local wreckers that may have one sitting in it (going to go look during the week), the guy apparently spent 10k on the engine which then soon after stopped running from a fuel issue and he just parked it. Wreckers are wanting 1200 for it and it's tempting me. Are most mods bolt on? Is anyone machining heads/blocks to see what figures are achievable?
2H is a main on the cards for the troop carrier and I'm definitely exploring it more as they are readily available and cheap. The money saved on buying the motor (over 4k compared to a 12HT) could be put into machine work. I have read a build (possibly on here?) where someone did their own piston skirt mods and played around a bit. I currently run one on SVO which it seems to love. Getting close to 6,000k's travelled over the last month and only one hiccup so far from the tank's pickup screen filter. Mechanically the engine is running smoother, revving higher and performing just as well as on dino, both on highway and trails. I've been very happy with the results.
1HZ interests me a lot. Might try and get my hands on one to pull apart and play with. You guys over in North America seem to really be starting to push them. The HD's are getting a little too new for me and DI can make veg a little trickier. I've grown up playing with pre 90 petrol's as well and for my style building the mechanics, sounds and aesthetics of older motors is where I look.
I won't be ruling out HD-T/FT's though until I research more.
I'm going to read a bit more into TD42's, driving a toyo I haven't really gotten familiar with the Nissan's, quick looks seem promising
I've lived over in Canada for a couple years by the way, WVO must be a challenge in the winters!!
Seems to be for SVO/Bio that IDI is preferred, though I really think there's more that can be done with the fuels delivery and something a buddy and I are talking a lot about lately and getting ready to experiment with.
Thought provoking response! I should mention here that I will soon have the capability of making Bio, and as needed Bio and SVO could be substituted depending on vehicle setup.
To answer the 3 questions;
1. With doing most of the work myself, I would like to keep engines between 10-15k as a baseline, or as close as possible. Obviously if we're talking business sense and a customer had available income to spend, then I would be happy to build engines suited to their budget.
2. None of my personal engines will currently be raced.
3. My personal vehicles and I would assume hypothetical customer vehicles would be daily/weekend cars. I have a couple builds in mind for buddies who would be driving the vehicles daily, in which high figures would be less of a concern and fuel efficiency would more so.
With LIP and HIP's, are there any general associations with the IP's and engines? ie. HIP's being used with electronic or DI/LIP with mechanical or IDI? How do you think HIP would handle Bio over SVO? SVO blends?
What sort of pressure figure differences are we talking between LIP/HIP with some of the engines mentioned in this thread?
I'm putting a lot of energy into my SVO heating system on board and when the oil is hot and properly filtered, it does have quite a low viscosity, when blended 5% with ULP or another blend it becomes very close to diesel in fluidity at ambient temperature.
Coffee being brewed
Is this a TD42?
Have no knowledge on truck motors, especially Izuzu's and other Jap/Euro though would love to learn more. The Cummins and Duramax engines are definitely options and motors I would love to play with.
Understandable view, but I do really think there is a lot of potential in older donks, just largely unexplored. I would absolutely love to play with the newer Nissan diesels, I drive one of their Australian Navara ST-X's quite often and have been very impressed by the power of that engine in stock form (also the note). Finding one (and other newer diesels) that are within a budget range is almost impossible, as are the electronics for myself.
Yep. Style, build, engine wise this is it. I just saved a bunch of those shots as inspiration
I won first prize in lego building at the local fair as a youngin'.
My brain is still waking up, but a big thank you to all the responses and I'm going to keep this rolling either here on in my own research, already learning new things.
77cruiser77 said:
5L 12HT would be very interesting! It is an engine that I'm looking into for my personal vehicle (troop carrier), but for the reasons you've mentioned I've mostly taken it out of consideration for customer/custom vehicles unless they are willing to part with the cash and willing to experiment. I'd rather have a few different engines I can get to know well and make reliable power with, that have parts more readily available.
There is a fella over here who runs a slightly modded 12HT with one of the forum members custom C26's (name escapes me right now but I think it's the gturbo link) on SVO happily. I think he is a member of this forum as well (TimHJ61) I do think if you were running a light enough rod you could have a bit of fun with the output figures, but still not the most efficient engine to work with!
77cruiser77 said:
I haven't explored 3B/13BT's at all, though I think there is a 75 sitting in a local wreckers that may have one sitting in it (going to go look during the week), the guy apparently spent 10k on the engine which then soon after stopped running from a fuel issue and he just parked it. Wreckers are wanting 1200 for it and it's tempting me. Are most mods bolt on? Is anyone machining heads/blocks to see what figures are achievable?
77cruiser77 said:
2H is a main on the cards for the troop carrier and I'm definitely exploring it more as they are readily available and cheap. The money saved on buying the motor (over 4k compared to a 12HT) could be put into machine work. I have read a build (possibly on here?) where someone did their own piston skirt mods and played around a bit. I currently run one on SVO which it seems to love. Getting close to 6,000k's travelled over the last month and only one hiccup so far from the tank's pickup screen filter. Mechanically the engine is running smoother, revving higher and performing just as well as on dino, both on highway and trails. I've been very happy with the results.
77cruiser77 said:
1HZ interests me a lot. Might try and get my hands on one to pull apart and play with. You guys over in North America seem to really be starting to push them. The HD's are getting a little too new for me and DI can make veg a little trickier. I've grown up playing with pre 90 petrol's as well and for my style building the mechanics, sounds and aesthetics of older motors is where I look.
I won't be ruling out HD-T/FT's though until I research more.
I'm going to read a bit more into TD42's, driving a toyo I haven't really gotten familiar with the Nissan's, quick looks seem promising
I've lived over in Canada for a couple years by the way, WVO must be a challenge in the winters!!
Douglas S said:
Seems to be for SVO/Bio that IDI is preferred, though I really think there's more that can be done with the fuels delivery and something a buddy and I are talking a lot about lately and getting ready to experiment with.
o8ko8k said:
Thought provoking response! I should mention here that I will soon have the capability of making Bio, and as needed Bio and SVO could be substituted depending on vehicle setup.
To answer the 3 questions;
1. With doing most of the work myself, I would like to keep engines between 10-15k as a baseline, or as close as possible. Obviously if we're talking business sense and a customer had available income to spend, then I would be happy to build engines suited to their budget.
2. None of my personal engines will currently be raced.
3. My personal vehicles and I would assume hypothetical customer vehicles would be daily/weekend cars. I have a couple builds in mind for buddies who would be driving the vehicles daily, in which high figures would be less of a concern and fuel efficiency would more so.
With LIP and HIP's, are there any general associations with the IP's and engines? ie. HIP's being used with electronic or DI/LIP with mechanical or IDI? How do you think HIP would handle Bio over SVO? SVO blends?
What sort of pressure figure differences are we talking between LIP/HIP with some of the engines mentioned in this thread?
I'm putting a lot of energy into my SVO heating system on board and when the oil is hot and properly filtered, it does have quite a low viscosity, when blended 5% with ULP or another blend it becomes very close to diesel in fluidity at ambient temperature.
Tapage said:
Coffee being brewed
ForealBoreal said:
Is this a TD42?
Hulsty said:
Have no knowledge on truck motors, especially Izuzu's and other Jap/Euro though would love to learn more. The Cummins and Duramax engines are definitely options and motors I would love to play with.
BEE-JAY42 said:
Understandable view, but I do really think there is a lot of potential in older donks, just largely unexplored. I would absolutely love to play with the newer Nissan diesels, I drive one of their Australian Navara ST-X's quite often and have been very impressed by the power of that engine in stock form (also the note). Finding one (and other newer diesels) that are within a budget range is almost impossible, as are the electronics for myself.
What mods are giving these results? Any experimenting with internals?TheBigBoy said:
mudbludger said:
Yep. Style, build, engine wise this is it. I just saved a bunch of those shots as inspiration
wrongway around said:
I won first prize in lego building at the local fair as a youngin'.
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Ballanced the crank and port and polished. Increased it alot on the flow bench. But being diesels you cant grind the internal radius of the intake or exhaust runners. You will lose all your low down torque. So increase the bowl around the valves and polishing the hell out of it is all you can really do. Ofcourse you can play with duration of the valves. But I see no need at all. They go GREAT .
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Well I'm not impressed . I thought this was going to be one of those ( my blocks bigger than your blocks thread). But when you start getting into the 6 plus grand rpm's, i think your Lego background will come in handy balancing the internals for a daily driver. Might want to stay clear of the automatics.
Ballanced the crank and port and polished. Increased it alot on the flow bench. But being diesels you cant grind the internal radius of the intake or exhaust runners. You will lose all your low down torque. So increase the bowl around the valves and polishing the hell out of it is all you can really do. Ofcourse you can play with duration of the valves. But I see no need at all. They go GREAT
But all that will add up really fast ( cost wise ) what if I was to swap it out for a v6 turbo would it fit or is it even worth my time to try ?
I cant talk for the rest of the planet. But ever got a qoute for a duramax LBZ, cobra, with alison 4 speed auto here in aus. Your looking at 30K fitted (and thats cheap) the engine new is 17.5 - 19.5k alone. Spending 10-15 on the engine you already have in your truck is starting to look pretty good.
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- #29
Ballanced the crank and port and polished. Increased it alot on the flow bench. But being diesels you cant grind the internal radius of the intake or exhaust runners. You will lose all your low down torque. So increase the bowl around the valves and polishing the hell out of it is all you can really do. Ofcourse you can play with duration of the valves. But I see no need at all. They go GREAT
Failing to understanding how you will lose low torque with the manifolds being ported..
Why waste money on old technology modifying, just start with the Cruiser V8 diesel.
How about one of the Diesels used in the Isuzu trucks? They seem to be popping up here in the US in some Land Cruiser Diesel conversions, and are relatively inexpensive. I would think you could get some decent power from their 5.7 and 6.3 Litre six cylinder TDs.
http://en.wikipedia.org/wiki/List_of_Isuzu_engines
The 6BD1T is a 6-cylinder version of the 4BD1T and displaces 5.7 litres.
The 6BG1T is a 6-cylinder version of the 4BG1T and displaces 6.3 litres.
The 6HK1 is a SOHC 24V turbocharged engine with 200-300 HP (149-224 KW) and 700–1,160 N·m (520–860 lb·ft) of torque.
Wheeled with two Diesel conversions at Moab this year, one a Cummins, another an Isuzu. The Isuzu definitely was much more refined and seemed to produce very usable power...the Cummins made plenty of power, but definitely was more of a brute (and noisy).
Steve
http://en.wikipedia.org/wiki/List_of_Isuzu_engines
The 6BD1T is a 6-cylinder version of the 4BD1T and displaces 5.7 litres.
The 6BG1T is a 6-cylinder version of the 4BG1T and displaces 6.3 litres.
The 6HK1 is a SOHC 24V turbocharged engine with 200-300 HP (149-224 KW) and 700–1,160 N·m (520–860 lb·ft) of torque.
Wheeled with two Diesel conversions at Moab this year, one a Cummins, another an Isuzu. The Isuzu definitely was much more refined and seemed to produce very usable power...the Cummins made plenty of power, but definitely was more of a brute (and noisy).
Steve
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- #34
Interesting. I've been reading and from what I can find it's the velocity/swirl in which the air enters that makes for the low end torque. Couldn't a turbo and upgraded plenum be used to compensate for any loss of velocity if you were to port the intake?
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- Thread starter
- #36
How about one of the Diesels used in the Isuzu trucks? They seem to be popping up here in the US in some Land Cruiser Diesel conversions, and are relatively inexpensive. I would think you could get some decent power from their 5.7 and 6.3 Litre six cylinder TDs.
http://en.wikipedia.org/wiki/List_of_Isuzu_engines
The 6BD1T is a 6-cylinder version of the 4BD1T and displaces 5.7 litres.
The 6BG1T is a 6-cylinder version of the 4BG1T and displaces 6.3 litres.
The 6HK1 is a SOHC 24V turbocharged engine with 200-300 HP (149-224 KW) and 700–1,160 N·m (520–860 lb·ft) of torque.
Wheeled with two Diesel conversions at Moab this year, one a Cummins, another an Isuzu. The Isuzu definitely was much more refined and seemed to produce very usable power...the Cummins made plenty of power, but definitely was more of a brute (and noisy).
Steve
Just going to have a look at some izuzu's now, thanks for the engine numbers.
Out of all the engines I've been looking through today the 6BT's are exciting me the most, something about refined engines doesn't get me going so much. Seeing them go into cruisers is also making me think of putting one in the troopy. Priced right.
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It still won't get the low end back. So just don't touch that part. But your on the right track. Intake manifold mod makes up for a fair bit. This can only be done on the DT's. the FT's can't as the injector lines run over the manifold.
I'm thinking when the Chinese aftermarket start production sales on the HP boltons for the Toyota deisels,that the FT line issues will be addressed in a complete no brainer package deal (rumour has it bigger is better)
This is where i may have to get some help regarding the Toyota product line in question. But low injection pressures are typically 1500PSI - 2500psi or so. the 2h is low pressure for sure. I believe the 1hz and 1hd are also low injection pressure and Indirect injection (commonly these go together i believe). High injection pressures like 15000 - 35000psi are typical in modern pumpe duse and common rail direct injection diesel models. I think Toyota’s equivalent to this is the 1KD-FTV engine.
Bio Diesel is just the end product of a process that removes waxes and "thickness" or viscosity from Veggi oils and other BIO based oils, soy etc. Its done so that there is a better match between the bio fuel and the diesel fuel which the engine was designed for. Specifically the fuel delivery systems on various vehicles. Even then, long term, there are issues with seals, tank walls etc that can be seen. Again lots and lots of mitigation steps are out there to avoid these risks.