The new Lexus which aparantly is based on the 200 series.
Twin turbo V8 diesel
- Thread starter roscoFJ73
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The new Lexus which aparantly is based on the 200 series.
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I actually agree with you dougal. Except it's probably nearly twice as big.
And holy fxxx. 42psi of boost. I thought 30 on my roadcar was a lot (petrol though). New diesels really must wheeze like nuts. I'd hate to get something jammed in the intake! Be like a vacuum cleaner. You could clean your carmats with it!
And holy fxxx. 42psi of boost. I thought 30 on my roadcar was a lot (petrol though). New diesels really must wheeze like nuts. I'd hate to get something jammed in the intake! Be like a vacuum cleaner. You could clean your carmats with it!
- Thread starter
- #24
I've heard modern diesels described as a turbine with pistons stuck in the middle.
The new commodore with it's 427 cubes will still have less torque than the toureg, rangerover and Q7 diesels.
I dont think torque is the name of the game in this contest,and the figures released so far are for limited output.
Torque may not be the name of the game but plenty of torque is what we all want at low rpm
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- #26
I was referring to high performance V8s in Commodores
Sorry rosco I knew what you meant and wasnt having a shot at you it was only a statement. haha
It's going to change the game a lot when they put a modern turbo diesel in one.
Possibly a 3L diesel with more torque than their petrol V8's, same tyre shredding ability but probably 100% better fuel economy.
The question isn't "If?"
The question is "When?"
hey rosco, did ya see the 2007 V8 troopie in the Quokka on thursday? $20k, unlicensed and "side" damaged...
nice project for someone with deep pockets!
nice project for someone with deep pockets!
Ok I haven't seen much discussion here about engine efficiency, so here goes:
Why aren't manufacturers pushing large bore / long stroke low cylinder number engines? The less the parts, the less the friction and the better the potential engine efficinecy (maybe not the best for 'sprite' driving, though). Also, the longer the stroke, the better the engine efficiency (to a point, weight and size becoming a limiting factor). Finally, why aren't we seing 30/1, even 40/1 compression ratios? imagine the thermal efficincy that could be attained with such compressions! Of course, we would need ceramic pistons, cylinders and valves, but the efficiency coul be increased to an enormous extent...
Remember the Mitsubishi/Kyocera ceramic diesel of many years ago? I also remember a Porshe experimental diesel that was so efficient, it required no radiator!
Why aren't manufacturers pushing large bore / long stroke low cylinder number engines? The less the parts, the less the friction and the better the potential engine efficinecy (maybe not the best for 'sprite' driving, though). Also, the longer the stroke, the better the engine efficiency (to a point, weight and size becoming a limiting factor). Finally, why aren't we seing 30/1, even 40/1 compression ratios? imagine the thermal efficincy that could be attained with such compressions! Of course, we would need ceramic pistons, cylinders and valves, but the efficiency coul be increased to an enormous extent...
Remember the Mitsubishi/Kyocera ceramic diesel of many years ago? I also remember a Porshe experimental diesel that was so efficient, it required no radiator!
- Thread starter
- #32
Because they take up room that could be used for another row of seats or a heep of useless options and electronics.
Long stroke engines make it impractical to build front ends that are drag efficient.
Also,the big car makers generally agree the big wagon 4wd boom is over and most of the market will be in the small to medium bracket.
IMO the big wagon 4wd boom come to an end because they turned then into lounge rooms on wheels with a price to match,but maybe its just market driven.
If you want a big solid 4wd with turbo diesel and solid axle,grab a HDJ80 as they will never make them like this again
The 80 in my opinion,was as close as comfort and ruggedness could exist next to each other
Nissan Patrol still do a good job in this category
Are you sure?
Thats a big change in a car. Like a sedan and a wagon.
If this is true
...... the longer wheel base (210srs) will make a nice duel cab ute.
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- Thread starter
- #34
Are you sure?
Thats a big change in a car. Like a sedan and a wagon.
If this is true
Im reading that in Overlander 4x4. They are already doing it with the troopy and cc with the cc being 100mm longer.
A very good question you've asked there.
Believe it or not, one of the most efficient diesels on the road today is the VW 1.9TDI.
Engine efficiency is expressed by BSFC (brake specific fuel consumption). It's a measure of how many grams of diesel are required to produce 1kilowatt-hour of shaft power.
Toyota don't publish their BSFC numbers, but many other engine manufacturers do.
A cummins 4BT has a BSFC of around 210 g/kwh.
An Isuzu 4BD1T has a BSFC of around 210 g/kwh.
A mercedes OM904 4.2 TD (common rail) has a BSFC of 200 g/kwh
A VW 1.9TDI has a BSFC of 197 g/kwh.
All these figures are at best point, which is at full throttle (high loads dilute the parasitic losses) and usually at maximum torque.
Manufacturers spend a lot of time picking bore/stroke ratios. Packaging reasons will dictate some of it, but there is a point where longer stroke becomes less efficient.
Longer strokes mean more energy lost to ring friction (same ring tension, but has to stroke further) and more heat lost to the walls.
The rev limit of the engine also factors in. Longer strokes make for very fast downward piston accelerations, the longer the stroke the lower the engines redline. This is one reason why tractor and industrial engines can have a longer stroke than automotive engines.
The attachment below is a VW 1.9 TDI BSFC plot.
