TD27 stroked and DI Conversion

[Lorolla]

The plan is to use the td27t block, rods, pump, zd30 crank, pistons and a bd30 head. This should take it up to 3 liters with direct injection. I wish to keep the block original for matching numbers, etc.

Have been trying to track info on Nissan diesel parts but reliable, consistent answers are hard to find. Also laying my hands on the parts without purchasing them seems a no go.

Ok, With info so far I have been able to ascertain that the qd32, zd30, bd30 all share the same crankshaft. Journal bearings, main bearings and stroke.

The info I'm searching for is
Zd30 pistons will match the rods.
With the extra stroke td27 pistons protrude past the block approx 5mm.
Do zd30 or bd30 pistons have a lower Compression height, Or will running a 5mm+ copper gasket suffice.
The head-gaskets for td27 and bd30 appear the same. So if I got a bd30 head with injectors should bolt on.
The BD30 uses an Inline injector unit Specs appear the same within reason.

Any accurate knowledge would be greatly appreciated

[Crash bandicoot]

There are three different piston's IT relates to the year of engine production.

here are the part numbers for the ZD30

12010VK600
alternate: 12010VX201



STD GRADE 1
'04, February — '06, December

12010VK610
alternate: 12010VX211



STD GRADE 2
'04, February —

[Crash bandicoot]

here are the part numbers from my 1998 R20 workshop manual TD27eti


120100W820
alternate: 120100W821



OS=0.25
'96, May — '98, July


OS=0.25
'98, July — '99, October

A20107F406
alternate: 120107F411



GRADE 1
'96, May — '98, July


GRADE 1
'98, July — '99, October

A20107F407
alternate: 120107F412



GRADE 2
'96, May — '98, July


GRADE 2
'98, July — '99, October

A20107F408
alternate: 120107F413



GRADE 3
'96, May — '98, July


GRADE 3
'98, July — '99, October

[Crash bandicoot]

Stroke and Compression ratio for the 2002 navara ZD30 is 102mm, with a c.r. of 17.9:1

the 1998 TD27eti c.r. is 22.3:1 stroke 92mm

the BD30-T is 18.5 :1.

I have not been able to confirm this yet but there are rumours that the ETI TD27 head also came with larger valves.

The shipping details for a set of post ETI engine valves suggests a heavier wieght if you were to order a new set of valves, which leads me to suspect they are either heavier construction or larger in general.

[Lorolla]

Thanks Crash for that info. More after info related to Zd30 Bd30 more than Td27.
Its was a non eti block.

After details like piston pin Diameter / Gudgeon pin. And pin to crown heights. As the zd/bd30 have the combustion chamber in the piston rather than the head.

Not looking at boring it out to the 96mm like the qd32 at this stage..........
Unless the liners OD matches between TD and QD.
Any info on the QD32 Liner Height, and OD. As the Block does require new sleeves. Was previously seized.

Symptoms of this was alloy melted to the sleeve. (Which was gently sanded away on a head gasket replacement 30k ago). And when I stripped the motor and found 2 conrods labeled no.4 and 1 weighing in 40g lighter(5W) than the rest(7Z).

Might be able to run flat top pistons (qd32) if the top ring dosent exceed cylinder sleeve, when run to a 102mm stroke. and run a thicker gasket to drop CR to the 20:1 range. (How much do they need the combustion chamber to work?)

I know Im outside the box but the td27 potential dosent meet the bd30 standards. Would be nice if the more common zd30 parts could be changed for bd parts.

[Lorolla]

The cranks all run a Journal (main) diameter 70.907 - 70.920
Pin (conrod) diameter 56.913 - 56.962

All the Rods Qd32 Td27T Bd30 Td42 are interchangeable. With a 30mm wrist pin and 56mm main bearing.
Potentially different weights depending on castings? Are the ZD30 rods different in length, weight or gudgeon pin size.

[slide]

BD series seem to have both inline and rotary pumps. I don't know/can't figure out much about them due to both lack of, and conflicting information about them. Maybe different specs for different markets?
GO FOR IT tho, figure it out as you go, and keep us posted with your info/details.

I did have some pictures of pistons with measurements but forum will not let me post them up.
I size them to 600pixels and it says its too big. So I resize to 400 pixels. And again, too big! WTF?! Preview post worked fine, but them wouldn't let me post them up.... I give up. Taken me an hour to get this far....

[Crash bandicoot]

The ZD30t according to Union auto parts has a wrist pin size of 33ml.
(explains why so many crack the pistons along the pin)
The height from the centre of the pin to the top edge of the piston is 52.5mm

So, I'd stay away from them for more reliability.

The piston length for a BD30 is 89.5 and wrist pin diameter of 30ml
The TD27T has a piston length of 86mm and 30ml pin and same bore as the BD30....
the TD27T piston is 50:1 compression
the BD30 " " 53.2 "

Note that this is the factory turbo TD27..... the N/A TD27 runs a smaller wrist pin again so no good for what you want.


they are more closely related engines then the ZD30 that is why i am comparing those parts as apposed to BD/ZD

[passengerpete]

interesting post chaps, keep the knowledge flowing.

[ChurchurDan]

A DI engine has combustion chambers in the piston an non direct uses the precomp chamber in the head, So you will want to use BD pistons as Zd pistons are to easy to make holes in. Zd30 also use a 7 bolt flywheel same as QD32eti all TD and non turb QD are 6 bolt.

[Lorolla]

Hadn't even realized the 7 bolt pattern rather than 6. Sort of stuffs the idea up a bit unless the clutch pattern and layout match on the flywheel, to run 7 bolt flywheel. Just more technical details to iron out.

Was trying to use zd30 parts as availability of them is very common here in Sydney. Wish I was up Queensland way to compare parts of Wax's Bd30 as he rebuilt it. The Zd piston should be alright they suffered due to lack of oil cooling and a MAF/MAP And Vnt balance issue causing periods of leaning out.
The 33mm wrist pin would mean matching rods.
Zd has the dual mass flywheel. Which makes the solid mass 1's more expensive.

I have all the parts for TD27t motor had 160k on it apart from the melted and replaced piston in previous owners time, the wear on all parts is well within tolerance. Just had major scouring of the bores causing excessive smoking. Would like to know what would have caused 1 piston to melt down and bend a rod. They are reliable due to over construction.

Would like it to be reliable but as with most Frankenstein creations not so. Will not have front diff and will make front support removable. I know i can swap a td27t out an in just over 2 days. That was removing gearbox and associated parts.

[Lorolla]

Seems the zd pistons maybe out the window. bd pistons use a bowl offset to match injector alignment, where as the zd injects directly to the center. Doesn't seem to significant but may just be enough to hamper the swirl mix effect. Just seems a shame as zd pistons and rods are $160 a set of 4 and bd piston with rings are $150 each.

[Crash bandicoot]

Seems the zd pistons maybe out the window. bd pistons use a bowl offset to match injector alignment, where as the zd injects directly to the center. Doesn't seem to significant but may just be enough to hamper the swirl mix effect. Just seems a shame as zd pistons and rods are $160 a set of 4 and bd piston with rings are $150 each.

How much power are you trying to aim for here..... I know a stock BD30 is like all of 70kw but even just rebuilding a TD27T and being fresh would give you close to 30kw improvement right off the bat.

I was going to say this earlier but the difference in power between a stock TD27eti and a QD32eti is 15 kw and 20 ft pound of torque the later being 110 kw and more torque then a ZD30ddt in the navara you could get more but is a pig to get more power out of and more prone to retiring prematurely when stressed to much. this is where the TD and QD are so good.

Most of us with ETI engine's rip out the brains and replace it with a mechanical pump and tickle it up for some wheel spin action...even off road. IT is cheaper then buying and installing a chip..

A QD32 with a turbo/intercooler and a mechanical pump would be the go.

[Lorolla]

As for final power output unsure, The more the merrier.
The DI pulls the peak power into a more usable range
Td peak at 4k
Bd peak at 3.8k

My Current setup is running 14-15psi and reachs peak boost at around 3k.

The Terranos in Oz are grey imported and actually very little is knowen about them here by the cops and testing places. So long as numbers match they pretty much let them go. Have been questioned by officers about the boost gauge as pathys are non turbo, mention that its actually a terrano and they wave you on without a look. Thats with 33's 30mm outside the 40mm rubber flares and 2.5in exhaust with only resonators.

Was going to do the QD32 swap direct import from uk $900 plus shipping which I had priced but cant remember now. Was cheaper than locally sourced.

I am in the process of rebuilding the td27. With lighten, polished And balanced rods, pistons and wrist pins. Was planning on Bastardizing the crank (round and fin) to change the counterweight to match rods etc. The head has been decked flat, and ported. Oil return galleries have been smoothed to reduce pooling of oil in the head. Still require gaskets, bearings and Sleeves. Have a custom top mount Manifold for the gt28bb turbo for it as well. The motor has been out since Easter last year. But got the notion of its total (top) limitation, so went looking for better options. Got to the bd30. The Europeans love em. To spin 36's by accelerating alone would be awesome but hey. Just an extra 30-40 % on original would be sufficient. Euros are pulling 300+ hp from them. So thought why not try something different.

[goktu]

hi have an 98 BD30 engine, have any advice for me how to turbo installation to this engine? read lots of things but still confused about what/how to do.