td42 high lift cams

[Trundle]

Does any one know who makes high lift cams for the td42 ? Also has anyone heard of anyone making a forged piston or h beam rod for them ?
Cheers
trundle

[tweake]

td42 or tb42?

i did hear someone in chch made some.
they are not known for needed rod etc, what sort of power output has it got?

[Crash bandicoot]

Kelford cams in CHCH will reprofile cam lobes etc.

I know Nitto do H beam rods out of aussie for nissan's petrol inline sixes but i am not sure if for the TD.

http://www.nitto.com.au/products/conrods-HBeam.html?category=engineblock

[Trundle]

Was going to try kelfords tomorrow 200kw+ ,

[Crash bandicoot]

I think Nitto would do pistons aswell, what sort of compression ratio's you looking to get?

may have to get the TB rods with the chev' pin and maybe rebore and fit chev pistons...just an idea

[Trundle]

Just leave it at 22-1 , Motor got pretty feckin hot at the tractor pulling shes time for a freshen up ,

[tweake]

Was going to try kelfords tomorrow 200kw+ ,

that all ?
wouldn't bother. biggest problem is crank breaking.

[Twodiffs]

What tweake said...aussies are hitting 230 rwhp and snapping cranks.

[Crash bandicoot]

Must be some one making billet cranks there getting 1000hp out of them in the UAE.

[tweake]

Must be some one making billet cranks there getting 1000hp out of them in the UAE.

thats petrol tho.

they have had a run of billet diesel cranks done in aussie, stroker kit as well if you have enough $$$$

[Trundle]

Should be over that many neigh neighs allready crank is still in one piece at the moment ,

[3VILC]

I like where this thread is going.. lol. But then I'm a truck driver I think I just have a thing for big HP diesels
No idea..but is a TB crank usable? If anything Nissans good at making bits interchangable to make alsorts of weird and wonderful combinations..

[Twodiffs]

http://www.patrol4x4.com/forum/engine-d ... ne-161377/

[slidenyo]

tb is different firing order so even if it were possible you'd need an appropriate cam and then re routed injector lines,
the oz's seem to be breaking cranks with there manual trucks using a big clutch and flywheel assembly that are aftermarket over there.
but as the thread above states seems to be luck of the draw with factory cranks,
balancing the rotating assembly and shot peening the rods and crank are further options.
if you are looking at high lift are you struggling to get enough air in?
is the factory inlet manifold modified?
if its for tractor pull have you considered nitrous?

[Trundle]

I just talked to a guy that did some testing with cams on the tds and he ended up going back to factory cam after testing a few , I have lpg injection setup pre turbo to fit when the motor goes back in ,

[3VILC]

I suppose at the end of the day it is a truck engine..its already fairly well tuned for max bottom end torque and wasnt designed to be a rev monster which is probably what kills them when thrashed hard? A diesel sucks a huge amount of air anyway compared to a petrol so I guess trying to mess with the valves has limited to no gain unless the head was a really poor design. I cant say I've seen many if any multi valve or VVT diesels although I guess some of the new ones might be starting to adopt it but I dont think its got much to do with added power. The new Caterpillar engines have variable lift and duration intake valves and are a twin cam twin turbo setup..the only purpose is to open the valves wider/longer in association with huge boost (mine can spool upto 47psi!, in a 15L engine thats a metric sh*tload of air haha) to promote a cleaner cooler burn to meet emissions standards, still only makes 500-600ish horsepower depending how the computers set. Would definately help with engine life though, on a hard pull EGTs don't go much over 500deg even lugging the revs back..the older lower boost non VVA engines on the same hill easilly hit 600+deg.
Anyway..thats my bit of useless rant that doesn't really help you lol.

[tweake]

I cant say I've seen many if any multi valve or VVT diesels although I guess some of the new ones might be starting to adopt it.......

most light diesels since about 2000 are twin cam with 4 valves per cyl. later ones started using VVT.
its not just about air flow but emissions. variable valve timing allows them to use internal egr

[churchill]

Might be worth trying a DMF on it as they separate the heavy mass of the flywheel clutch assembly from the crankshaft. This will help reduce some of the fatigue loads from the power stroke on the crank, these are basically mandatory on modern common rail diesels.

Here's a animation of how they work.

https://www.youtube.com/watch?v=YnaXB8q3uzQ

[Trundle]

This post has just gone so far off subject its not funny

[tweake]

This post has just gone so far off subject its not funny

really?

main weak point is not the piston or rods (which you where wanting to replace with stronger ones) but the crank. reducing vibrations through the crank is key to making it last at high power levels.
not sure if DMF would help, it might be to heavy.

[monstr]

While were off topic a bit ,I think having the clutch /flywheel unit balanced is a good start ,im just re doing mine after smoking last clutch ,were putting out , Hp and torque well above what Mr Nissan ever intended .Just had everything balanced and not only was it just on 200g out the surface that bolts to the crank and clutch face was miles out causing it to wobble and vibrate ,this was a brand new kit incl flywheel .That was a crank just waiting to go bang