None of your business is who.
Julian's Land Rover Discovery 1 V8 - Doris
Is john setting up a new workshop?
Ask John!Vee_Que;c-157913 wroteIs john setting up a new workshop?
6 days later
- Edited
Doris is bunking up in Monbulk until a 300TDI can be found for a good deal.
There may be a suitable car up north, it already has an AMC head on it and has had a lot of work done to it, but its body is complete shite.
Currently having a mess around with running waste motor oil (WMO) in Dillon's 300TDI, a near unlimited supply of WMO from the shop and easy storage/filtration up at the farm off the solar setup makes it a very viable option.
Im kinda falling for these cars, we have had a lot of fun in the diesel and it's proven itself a formidable workhorse so far, atleast until it blows its headgasket as all do.
There may be a suitable car up north, it already has an AMC head on it and has had a lot of work done to it, but its body is complete shite.
Currently having a mess around with running waste motor oil (WMO) in Dillon's 300TDI, a near unlimited supply of WMO from the shop and easy storage/filtration up at the farm off the solar setup makes it a very viable option.
Im kinda falling for these cars, we have had a lot of fun in the diesel and it's proven itself a formidable workhorse so far, atleast until it blows its headgasket as all do.
a month later
- Edited
Small update
Drove to Orange NSW to pick up a parts car for my mates blue disco that happened to have an auto 300TDI in it!
AMC cylinder head, Eaton/ Harrop electronic rear locker, 4x new BF Goodrich K02s, ARB rear HD bar, a chopped up ARB front bad and a range of bits and pieces.
Only downside is that the 4HP22 in the donor car is very tired and is in need of replacement or rebuild.
Averaged 11.6L/100 back from Orange, theres definety something not quite right with this setup
This thing was SLOW!
Got home and pulled off the LDA Diaphragm plate to find a few holes in the rubber. This diaphragm is responsible for increasing fuelling on boost, without it you may as well be driving a naturally aspirated diesel.
Suspected a dud battery monday morning as she barely started after a few days of sitting, chucked an MF80D26R - 720 CCA in, only to find that there is somewhere a parasitic draw, I think part of the cars previously hacked up wiring had a dual battery system in it that is still drawing power somehow.
New 240V hoist motor is installed, the old Molnar lives again in its new shed.
We were concerned that the 240V replacement motors would not have the same startup torque that the 3 phase did, but we were quickly proven otherwise. She happily lifts the 2 Tonn + Discos without any issue.
First transport run of WMO and WATF up to Monbulk, Filters and centrifuge are on their way as we setup where processing will take place.
Thinking of a filter type heater to help ease atomisation out of the injectors at low temperatures, although we are planning on running a 10% ULP mix which should halve the viscosity of the WMO making it easier to combust as is.
A lot of regular interstate travel might be on the cards in the near future, so a dual tank setup from The long ranger might be on the cards, would be able to carry 150L of "Black diesel" on board and may never actually have to pay for dino diesel again.
Researching more and more about these autos, they are the recurring weak link on the 300TDI discos, next to constant headgasket fears (Unless you have an uprated head like the AMC).
If the 300TDI and a half reasonable 4HP22 can get me by for the next year and a bit, I think Ill be pulling the lot out for an Isuzu 4BD1T and mate it up to a properly setup 4L60. Keeping it 99% mechanical/ hydraulic is the plan, but if that results in a crap driving experience I may opt for an electronically controlled setup. As it is, I feel the 300TDI and 4HP22 are worked very hard to keep up with the demands of a full time 4x4 that weighs over 2 ton unloaded, a 4BD1T or even a 4BT with a 4l60 would be very underworked in the disco, not be so heavy to overwhelm the front end and increase reliability extensively, Not to mention make a shitload of torque :p
I really enjoyed driving the discos back from Orange, bar a few hiccups with Dillon's car not having a rear swaybar and shearing both shocks off their bottom mount studs on the twistys, they were absolutely unstoppable.
I feel that being able to work on these cars myself and do 99% of the work makes them a great platform for modding. They can be as reliable as you need be, you just have to know where to look.
After I find another auto, we will be swapping the diesel into Doris.
Drove to Orange NSW to pick up a parts car for my mates blue disco that happened to have an auto 300TDI in it!
AMC cylinder head, Eaton/ Harrop electronic rear locker, 4x new BF Goodrich K02s, ARB rear HD bar, a chopped up ARB front bad and a range of bits and pieces.
Only downside is that the 4HP22 in the donor car is very tired and is in need of replacement or rebuild.
Averaged 11.6L/100 back from Orange, theres definety something not quite right with this setup
This thing was SLOW!
Got home and pulled off the LDA Diaphragm plate to find a few holes in the rubber. This diaphragm is responsible for increasing fuelling on boost, without it you may as well be driving a naturally aspirated diesel.
Suspected a dud battery monday morning as she barely started after a few days of sitting, chucked an MF80D26R - 720 CCA in, only to find that there is somewhere a parasitic draw, I think part of the cars previously hacked up wiring had a dual battery system in it that is still drawing power somehow.
New 240V hoist motor is installed, the old Molnar lives again in its new shed.
We were concerned that the 240V replacement motors would not have the same startup torque that the 3 phase did, but we were quickly proven otherwise. She happily lifts the 2 Tonn + Discos without any issue.
First transport run of WMO and WATF up to Monbulk, Filters and centrifuge are on their way as we setup where processing will take place.
Thinking of a filter type heater to help ease atomisation out of the injectors at low temperatures, although we are planning on running a 10% ULP mix which should halve the viscosity of the WMO making it easier to combust as is.
A lot of regular interstate travel might be on the cards in the near future, so a dual tank setup from The long ranger might be on the cards, would be able to carry 150L of "Black diesel" on board and may never actually have to pay for dino diesel again.
Researching more and more about these autos, they are the recurring weak link on the 300TDI discos, next to constant headgasket fears (Unless you have an uprated head like the AMC).
If the 300TDI and a half reasonable 4HP22 can get me by for the next year and a bit, I think Ill be pulling the lot out for an Isuzu 4BD1T and mate it up to a properly setup 4L60. Keeping it 99% mechanical/ hydraulic is the plan, but if that results in a crap driving experience I may opt for an electronically controlled setup. As it is, I feel the 300TDI and 4HP22 are worked very hard to keep up with the demands of a full time 4x4 that weighs over 2 ton unloaded, a 4BD1T or even a 4BT with a 4l60 would be very underworked in the disco, not be so heavy to overwhelm the front end and increase reliability extensively, Not to mention make a shitload of torque :p
I really enjoyed driving the discos back from Orange, bar a few hiccups with Dillon's car not having a rear swaybar and shearing both shocks off their bottom mount studs on the twistys, they were absolutely unstoppable.
I feel that being able to work on these cars myself and do 99% of the work makes them a great platform for modding. They can be as reliable as you need be, you just have to know where to look.
After I find another auto, we will be swapping the diesel into Doris.
That is exactly it.Ghettobird;c-160053 wroteAs it is, I feel the 300TDI and 4HP22 are worked very hard to keep up with the demands of a full time 4x4 that weighs over 2 ton unloaded
It us even worse with D2s. Plus there were the plastic locating dowels on the head of Td5s to deal with too...
I love the name Black Diesel - makes it sound like an exciting way to fuel your car, rather than smelly and sooty.
With responsible injector pump adjustment It'll smoke no more than it would running on dino diesel.
We are planning on having it filtered down to about 1 micron after being in the centrifuge for about 2 ish hours for a full 180L batch before being mixed with 20L of 91.
Got a trans filter kit and a pan gasket to put on tomorrow which might get me back a bit of reverse functionality, its got not much pickup in 1st, so im suspecting its clogged to buggery with clutch material
We are planning on having it filtered down to about 1 micron after being in the centrifuge for about 2 ish hours for a full 180L batch before being mixed with 20L of 91.
Got a trans filter kit and a pan gasket to put on tomorrow which might get me back a bit of reverse functionality, its got not much pickup in 1st, so im suspecting its clogged to buggery with clutch material
- Edited
Things done tonight:
Boost pin
Boost ring
Main auxiliary belt and tensioner
Trans fluid, filter & gasket
Get the bloody transfer case out of difflock.
First up was the boost pin, there are many variants and even more cheapo copies.
This one from ebay claims to be hardened, I'll pull it out again in 1,000 kms and see how the surface is holding up, if it turns out to be crap ill take the plunge on a Morgan Hill or Forby pin.
The contour of the pin affects the rate of fueling on boost onset, the more cutaway, the more a sliding rod inside the pump can protrude into the cutaway, resulting in more fuel being injected into the cylinders.
2nd task was the dynamic ignition advance spacer kit.
This was by far the absolute worst job on the car so far.
This spacer kit allows the ignition pump to advance timing mid to high RPM allowing a more complete burn and less soot production.
All of the documentation for this kit shows it being fitted to defenders with no AC.
The clearance to get torx keys in was non existent.
The kit comes with 3 shims, 2x orings, new hardware and the spacer plate.
Aux tensioner and belt weren't anything crazy although I found the Gates belt almost too short needing some convincing with a screwdriver to slide onto the newly fitted main tensioner
Didn't take any pics of the fluid, it was brand new and had already been treated to a filter and orings.
This 4hp22 is absolutely toast and will need replacement.
The diff lock linkage had fallen off, i just reached up from underneath and actuated the rod manually. Ill affix the linkage more sturdily when the body is off.
Test drive resulted in about a solid 20% gain in power, no extra soot and heaps more mid - top end. Fantastic value for any Bosch VE type injected diesel setup.
Next up is a gearbox and following that club reg.
Boost pin
Boost ring
Main auxiliary belt and tensioner
Trans fluid, filter & gasket
Get the bloody transfer case out of difflock.
First up was the boost pin, there are many variants and even more cheapo copies.
This one from ebay claims to be hardened, I'll pull it out again in 1,000 kms and see how the surface is holding up, if it turns out to be crap ill take the plunge on a Morgan Hill or Forby pin.
The contour of the pin affects the rate of fueling on boost onset, the more cutaway, the more a sliding rod inside the pump can protrude into the cutaway, resulting in more fuel being injected into the cylinders.
2nd task was the dynamic ignition advance spacer kit.
This was by far the absolute worst job on the car so far.
This spacer kit allows the ignition pump to advance timing mid to high RPM allowing a more complete burn and less soot production.
All of the documentation for this kit shows it being fitted to defenders with no AC.
The clearance to get torx keys in was non existent.
The kit comes with 3 shims, 2x orings, new hardware and the spacer plate.
Aux tensioner and belt weren't anything crazy although I found the Gates belt almost too short needing some convincing with a screwdriver to slide onto the newly fitted main tensioner
Didn't take any pics of the fluid, it was brand new and had already been treated to a filter and orings.
This 4hp22 is absolutely toast and will need replacement.
The diff lock linkage had fallen off, i just reached up from underneath and actuated the rod manually. Ill affix the linkage more sturdily when the body is off.
Test drive resulted in about a solid 20% gain in power, no extra soot and heaps more mid - top end. Fantastic value for any Bosch VE type injected diesel setup.
Next up is a gearbox and following that club reg.
5 days later
