Hi every one.
I have started working in the diesel world. Doing dyno tuning,chip upgrades,injector pump mods & turbo upgrades. The power figures/torque figures we see at the tyres from some newer common rail vehicals is quite impressive. I serviced a new mazda bt50 & put it on the rollers the other day & it made 98rkw. Now some will say big deal but the torque is stagering. If your trying to go down the quater in 9 seconds then maybe its not for you. But in a rally car or any racing that requires endurance it would be a great compromise. Heaps of power & great fuel enonomy. We are seeing 7 liters per hundred a fairly normal figure. There is no aftermarket computor to upgrade these yet but there is chips the likes of dp & steinbauer. The dp alters fuel drussure & the steinbauer alters injector duration. Theres more power. Then add better intercooling. I think a 1200/1600 common rail diesel rally car would be a very competative little pakage. Check out gail banks on youtube

Quote:Speaking of competition, do the rallies allow you to run a diesel? I understood CAMS only let you run the original engine block and head.

the sound of my a12 is pretty nice after a long day operating diesel powered machines

but just out of curiosity how much does an average diesil donk weigh? say a 4cyl unit

i know in the uk most cars are diesil powered,

You are absolutely correct. The torque out of the modern diesel is simply amazing, all this out of engines that are not that large these days.
Many is the time I wonder why I bother driving my company XR6 Turbo on the open road ( I'm on too many demerit points so have to behave myself! ) when I follow a modern diesel SUV and watch them take off and pass vehicles on the open road.
They may not be rocketships off the line but they are awesume on the open road.
I have actually played around with my Nissan Mistral SUV, which is a 2.7 litre turbo diesel. I fitted a Subaru water/ air intercooler ( a mission! ) and have come across a chap who is absolutely passionate about diesel to help me set it up and tune it.
Instead of winding the fuel up right throughout the rev range he pulled the pump apart and changed things around so it basically gets a big shot of fuel when I floor it but doesn't stay rich.
He also advanced the pump timing a huge amount.
What was interesting was he refused to go near it until I fitted both a boost guage and an exhaust pyro.
I reckon conservatively its got about 30% more grunt (we had already done the full exhaust) and the temperatures have come way back - especially towing on long, steep hills.
All it needs now is a bigger turbo....

The problem with Diesel here in the USA is that it cost more than petrol. 15 years ago it was a lot cheaper, but now it is more expensive.

The only way I thought of running a diesel in Turbo form and
all Nissan is to start off with an L13 engine block and fit a
Nissan diesel LD20T head and gear.
A descendant of the L series you will need to destroke the L13
crankshaft by offset grinding its crankpins to take it from
59.9mm stroke to 52mm. That is 8mm so crankpins will go from
50mm to 42mm and use billet rods.
Youll get a 1180cc turbo diesel for starters

Quote:

Pretty much the same thing happened world wide. It was due to a demand for cleaner more regulated and refined diesel. Too many black smoke over fuelling diesels on the road and they needed it to be a better fuel. And it is. Even the much older diesels run better and produce more torque than before. I would love to do a conversion like this but it would cost a fair bit.

I did find a perfect LD20T-II not long ago in a damaged import
vanette but never thought it was worth it until I recently found
that its based on the L series and any L series box bolts up.
Its gone now :(

They are really only good for spares. If you want power and economy you have to get something from the last 7 years or so.

If the crumb bums at CAMS kept group G rally you could run whatever combo you like!