well I work on most diesel engines and I class them as high performance considering it needs compression to ignite the fuel and not spark plug
you also have to take into consideration a turbo diesel engine manifold never runs in vacuum unlike petrol turbo engines do ..
if you have a boost gauge fitted you will see what I mean so the slightest of engine load the turbo pressure rises on a diesel engine

so when ever there is boost involved means more kinetic energy build up within the exhaust turbine ...after all a turbo works on kinetic energy (heat)
a turbo is a turbo regardless of application

are you saying on this TD5 engine its ok to shut down the engine from a boost load ? as your only saying this on assumption that is well maintained.?
 
Hi Ozzyboy.
Excuse my ignorance and lack of experience as this is the first Diesel I have owned. When you say a diesel never runs vacuum at the manifold...what happens on overrun?
 
I bow to your seperior knowledge of the TD5. I hope mine doesn't blow. I also own a 2.0l turbo diesel so fingers crossed for that anorl.

Col
you also have to take into consideration power to weight ratio compared to others
the TD5 discovery weight just over 2 ton considering the TD5 is only a 2.5 litre engine (SMALL ENGINE) so basically then buy the time you add bar work and accessories the vehicle is now closer to 3 ton...... the only way this Td5 can pull the amount of weight is all turbo work this is very hard to do when trying to nurse in or a slow drive as the slightest could be any where from 5 to 10 psi how ever using TD5 is actually does have a nice torque

other example the 4jx1 turbo diesel engine is a 3 litre this is installed on a vehicle that weights in under 2 ton even though this is a bigger engine than the TD5.... boost levels peak earlier than the td5 ....also 3 litre is a bigger engine it has a lower tow rating than TD5

this is why i installed a accumulator tank to my TD5 and on not my 2 litre ford. as boost levels are really low when nursing the car ... as boost levels vary from vehicle to vehicle (engine load )

this is why I recommend to fit a boost gauge to any turbo engine this actually gives you a better idea of what is going on ..... like nursing my 2 litre before shut down maybe 2 or 3 psi compared to the old landrover td5 that uses the same road and speed that may be 7 to 10 psi
 
Last edited:
Hi Ozzyboy.
Excuse my ignorance and lack of experience as this is the first Diesel I have owned. When you say a diesel never runs vacuum at the manifold...what happens on overrun?
are you referring to a engine runaway ? full boost as the engine oil is now the fuel supply and there is no regulation

when the turbo seizes up yes the engine will run in vac depending on engine load
 
Last edited:
are you referring to a engine runaway ? full boost as the engine oil is now the fuel supply and there is no regulation

when the turbo seizes up yes the engine will run in vac depending on engine load
No just on overrun e.g. coasting down hill with foot off of the accelerator and throttle closed.
 
No just on overrun e.g. coasting down hill with foot off of the accelerator and throttle closed.
the butterfly flap is for the EGR system not an actual throttle position.... the butterfly opens and closes this does create a pressure drop to allow exhaust gasses to be pulled from another loacation but this system isn't active at all times and isn't active in the complete rev and engine loads

however I can relate to what your trying to say..... as I have a boost gauge installed .. coasting or engine braking there is no vacuum

one of the reasons there is a vac pump on the rear of the alternator
 
Last edited:
I'd say as long as you let TD5 the engine return to idle before turning off it is fine. They are not known for turbo failure. Land Rover only recommend that the engine is not shut down until it has returned to idle speed.
 
Sooooo… after a couple weeks of constant shifts and miserable weather am back into it today.


20170821_114855.jpg
Just a little oil*** in the inlet pipe leading to the inter-cooler


20170821_120624.jpg
Have pressure tested the system from the turbo side to the inlet manifold side and it holds 14lbs/in2 no problems and will repeat when it goes back together so that there should be no problems causing over spooling etc.

Then pulled the inter-cooler and pipework out and flushed it out; all clean and no nasty bits from the disintegrating turbo.

:(Bad stuff….inlet manifold is full of sludge and exhaust manifold is full of oil, so quite a lot of oil went through the engine which might have accounted for the engine knock heard just before shutdown. Anyone have any thoughts???
 
Sooooo… after a couple weeks of constant shifts and miserable weather am back into it today.


View attachment 130490
Just a little oil*** in the inlet pipe leading to the inter-cooler


View attachment 130491
:(Bad stuff….inlet manifold is full of sludge and exhaust manifold is full of oil, so quite a lot of oil went through the engine which might have accounted for the engine knock heard just before shutdown. Anyone have any thoughts???
Your engine may have started ingesting engine oil, that usually gives a lot of "diesel knock" as the oil is in droplet form, it doesn't combust as well as diesel and it is being introduced with the air, and not injected and it only takes a small amount of oil droplets to set it off, that could have caused the knocking noise.
 
Sooooo… after a couple weeks of constant shifts and miserable weather am back into it today.


View attachment 130490
Just a little oil*** in the inlet pipe leading to the inter-cooler


View attachment 130491
Have pressure tested the system from the turbo side to the inlet manifold side and it holds 14lbs/in2 no problems and will repeat when it goes back together so that there should be no problems causing over spooling etc.

Then pulled the inter-cooler and pipework out and flushed it out; all clean and no nasty bits from the disintegrating turbo.

:(Bad stuff….inlet manifold is full of sludge and exhaust manifold is full of oil, so quite a lot of oil went through the engine which might have accounted for the engine knock heard just before shutdown. Anyone have any thoughts???
If you still have the EGR fitted the muck in the manifold will be from that remember the EGR is downstream of the turbo and so it will not put any soot on the turbo blades, as you feared earlier, but it puts loads of crap into the manifold especial if it gets old and the EGR valve is not shutting tight so it weeps muck all the time.
I bought a blanking kit for mine and when I fitted it I took off the manifold and took it to a local farmers jet wash where I blasted it clean and then dried it I don't really notice any big improvement on power or economy but at least its not pushing oily exhaust into the manifold and through the inlet valves.
As with many here my TD5 has now done 120 K miles and turbo works OK some very slight axial play but its almost nothing, look at some of the threads and people report TD5s which have traveled star-ship mileage and still go well.
Turbo is a highly stressed component acceleration and surprisingly deceleration are pretty extreme I think you can say it is not a badly flawed design and just need to drive it using a bit of common sense, cant imagine why anyone would shut one down when its boosting unless they had some kind of death wish on their bank account, I stop pull on the handbrake take off the seat belt and turn off the key, and change the fully synthetic oil regularly, works for me.
 
I'm hoping for something like that. Pulled the pre-heaters out the other day and only No 1 cylinder was fouled. Am waiting for some days off and weather above zero to have another crack. We're sooks over here. Am thinking about taking the sump off to check the conrods. Can give it a cleanout and check the oil pump bolt as well.
 

Similar threads