Bennehboy said:
Yeah, got mayo in the breather and filler cap, didn't check the dip.

The oil cooler was the more expensive one that was available at the time, I gave it a good look over and all appeared well. In reality the existing one was still good and the cooler swap was some straw clutching, it turned out that the head at the time was cracked on exhaust port number 1 (and this was NOT picked up on a pressure test)... so in other words I've still got another good cooler here if need be.

Crank is stock. Head and block are not warped - head is the much beefier AMC type.

I realise there's a limit as to what can be pushed through this engine and that I'm at the point of diminishing returns - the tune was switched from injection duration based to AFR based lately and it's amazing how a 'proper' tune can deliver power so much more effeciently... lower EGT's, less boost production, better fuel consumption. The studs are probably overkill now but I have them so why not.
Click to expand...

I got exited when I read about the daft sod wanting to run more fuel and more boost comment and silly fuelling
but it now appears this is just an ecu tune... yep you are correct about the over kill

maybe install a egt gauge in to be safe
 
Last edited:
EGT already installed.

Current tune is ~ 235 BHP (~76mg per stroke fuel).

The one that lifted the head was a bit of an abortion but was more powerful.

Porting the head/stroking/bigger valves/bigger injectors won't be happening, I'll switch to an OM605 possibly.
 
None of those who suggest they know the info seem to be forthcoming, no idea why. Ah well, might have to guesstimate.
 
TD5inside's engine was even shown on Chesterfield diagnostic's FB page before they closed it down, so it's pretty clear they sourced it from them... so maybe they don't actually know the specs.
 
Never did get any info on this - the HG recently blew after a hose failed - so I'll be fitting these using 70 ft lbs of torque (in 3 stages).

Fingers crossed he :D
 
Gave the deck a clean
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Started to fit the studs but got rained off - undoing the gearbox mounts and jacking the gearbox up rotated the block enough so that the head could lift on over the studs
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Slight hickup whilst fitting the exhaust manifold, one of the studs sheared - luckily it rotated out when tapped with a punch
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Got all the studs wound in - I cut a slit in an old head bolt and used that as a thread chaser
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Head lifted on with help of an engine crane borrowed from a mate (Cheers Chris!) - much easier to locate the head with the studs.
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Nuts torqued down to 70lb ft in 3 stages 30, 50, 70 - used ARP Ultra Torque lube.
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Because the large size of the nuts on the studs, the oil shield on the rocker cover needs some minor mods - between the bits that wrap under the injectors are some ears that need bending outward to accommodate the bolts. Forgot to take a pic.

Put all the usual stuff back together, trickle charged the battery for a few hours (was at 10.2v), and she's flying again :D
 
Bennehboy said:
Upped torque to 90lb ft which has cured a minor coolant pressurisation after ragging the vehicle.
Click to expand...
the truth to be known the original head bolts are Torgue to yeild basically once use item ..even if the bolts are renewed this wont fix a warpage issue
a stud has a higher clamp down force than a bolt...... upping the torque to fix a pressurising leak is a bandade fix ..you may have a warped block or head or a hair line crack in the head and that extra clamp down force has helped but for how long ?

normally on a alloy head sitting on a steal gasket sitting on a cast block.... the alloy head is the weakest link as there are 3 types of materials cooling up and down at different rates this causes distortion over time regardless how well its clamped down

i highly doubt you running serious boost .....as also the bottom end of the engine should have had some work to cope with the extra load
 
Last edited:
Late replies....

@ozzyboydeano

The block & head are not warped, there are no cracks. I treated the first install as 'research' to get close to a reasonable torque spec, I knew it was a bandade fix, but it did halt that pressurization for 6 months (and ~9000 miles).

Last weak it gave up the ghost, I was expecting it sooner. The gasket I used was Britpart, I knew it would've been weakened by the earlier issue. I'm just fitting an Elring and intend to torque straight to 90ft lbs. I guess we'll see how it goes :D

@jamesmartin yes the studs are silly spec: heat treated stainless 17-4ph in H900 condition (according to the engineers who made them).
 
Many thanks for posting up the longer term results of your experiments. It's appreciated. I like to know the longevity of the modifications and what exactly fails when they go, so this is very useful. I doubt if I'll evey push my TD5 to the limit of its mechanical capabilities like this, but it is good to know what can be done.
 
Update time....

Had another HG failure.

However after rethinking and checking everything, the culprit turned out to be my turbo wastegate actuator, it wasn't getting any boost to activate it... and for some reason the boost cut in the map was at a ridiculous pressure.

Anyhow, yet another gasket on, wastegate issue cured (spring pressure also reduced to aid with exhaust flow via the WG), and so far so good with the best performance yet out of this thing.

I'm a dab hand at pulling the head now lol
 
The map is a bit of a collaborative effort between some folks I know (lots of stuff changed in there, MAP rescale, AFR based fuelling, MAF rescale, EGR delete, Wastegate mod max pressure upped to 24psi).

In terms of 'stage' hmm well it's hard to say, but it's chucking in 85mg of fuel which is theoretically good for 250+bhp (don't ask me I'm not the maths bloke here).

In terms of what else has been done to the car, it's got a full length allisport IC, allisport cast exhaust manifold, 3.5bar MAP sensor, modified airbox, rakeway solid flywheel and uprated clutch, 2.5 inch SS exhaust system, hybrid billet compressor turbo, and loads of other stuff I can't remember. So erm it's had a fair bit done.

It might be getting treated to a VNT & 3 inch exhaust before long :D
 
Guessing no boost gauge fitted?

I noticed i had boost creep before which was solved by fitting a bleed valve/boost controller to ensure the pressure stays at 22psi. Not sure if its related to your issues tho

Still got the turbo technics actuator? What pressure spring you got?

Glad to see an update! :D
 
Yeah I've still got the turbosmart actuator, it had springs adding up to 28 in it lol. I've knocked it down to 17 (needs to go down to 14 really), the wastegate modulator on the d2 can just about hold max boost at 24psi but it's pushing the bounds of its duty cycle with a 17psi spring. I do have a boost gauge fitted but I had not noticed that something had gone wrong, basically the input on the turbosmart is clockable and the securing nut had worked loose so it was just ****ing the boost out to atmosphere rather than into the actuator..... many lessons learned lol
 
Bennehboy said:
The map is a bit of a collaborative effort between some folks I know (lots of stuff changed in there, MAP rescale, AFR based fuelling, MAF rescale, EGR delete, Wastegate mod max pressure upped to 24psi).

In terms of 'stage' hmm well it's hard to say, but it's chucking in 85mg of fuel which is theoretically good for 250+bhp (don't ask me I'm not the maths bloke here).

In terms of what else has been done to the car, it's got a full length allisport IC, allisport cast exhaust manifold, 3.5bar MAP sensor, modified airbox, rakeway solid flywheel and uprated clutch, 2.5 inch SS exhaust system, hybrid billet compressor turbo, and loads of other stuff I can't remember. So erm it's had a fair bit done.

It might be getting treated to a VNT & 3 inch exhaust before long :D
Click to expand...

Hey Ben. gog from d2bc. Im currently running some of the stuff you are, bigger IC, done my own remap with 3.5bar map (and rescale), AFR fuelling, MAF rescale, smoke map axis extended, EGR delete etc. Im still on stock turbo with cut at 1.6bar, seems stable but not yet plumbed in my madman ems to get an EGT reading. will do that soon.

Ive currently got max of about 74mg fuel in driver demand, but capped that at just over 71mg in the torque limiter, so not quite as aggressive as your tune. One mod of yours im not familiar with is the Wastegate mod - i saw Paul had put up some documentation on the wg PID controller but nothing yet about putting the theory in to practise to control boost. Care to share?

Cheers
Gordon
 
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