Anyone had any experience of...

The message from "JackH" contains these words:

Nah, I'm more than happy with my Montego TD 7-seater.

That wasn't the earliest. They came out on the previous version to that in 1990, and were totally manic.

Yeah, we established that now.

It's mostly the Merkins misnaming stuff that gives different things the same name. Just take a Shock Absorber for a start.

I meant that it was the same guy who put TDCI on his Mondeo who told me about drinking the water from the fuel filter... :)

Losing the plot? Not again! ;)

I can only think of one, the Escort, where TDI was the 90 PS intercooled version and TD was the non-intercooled version.

Badges have changed. These days we have TDI, JTD, CDI, CRDT, CDTi, CRD, CDT, DiT, DTi, D, Di, TD, SDI, and I'm sure a few more!

Aside the SDI, they're all fitted to turbodiesels of one description or another!

I do! But not yet.

But to confuse matters even more, SDI on Rovers means the turbo diesel.

Peter

DervMan ( snipped-for-privacy@hotmail.com) gurgled happily, sounding much like they were saying :

Does the S stand for "Slow"?

Aye, yes, but the 1.9 was only just behind. It was launched in 1993; I recall dribbling at the Audi 80 TDI which wiped the floor with the outgoing model.

Almost certainly because the 2.5 engine wasn't available in more mainstream cars, like the Golf et al, whereas the 1.9 was significantly cheaper.

THe first German turbodiesel car I drove was a Golf fitted with the energetic sounding 1991 GTD. Came with a turbocharged 1.6 litre diesel that produced 80 PS and just over 150 Nm of torque. The mark one Golf diesel I had for a little bit had the atmo version of the same donk, with 55 PS and around 100 Nm of torque, so despite being lardier the mark two flew by comparison.

AstraVanMan ( snipped-for-privacy@WithThanks.com) gurgled happily, sounding much like they were saying :

And SD1 (hopefully) means a luvverly v8..

Ah, I got ya - all a case of following the sentence, and the middle bit in between those two dashes.

For me, losing the plot is a constant process. It doesn't just stop and start now and then, it's just always happening.

To give an example, my latest idea is a Sprinter 316CDI Automatic. That's if it's reasonable on fuel, and if the autobox is any good.

I also quite fancy a 120bhp 2.5TD Citroen CX, now I've discovered my Audi isn't the *original* performance diesel :-)

I also wouldn't mind a V12 something, maybe an E32 (1988 onwards) 750iL. And I'm currently waiting for W12 Phaetons to get into the sub £3k bracket.

Peter

Cool, I'm on the lookout for one :-)

Mind you, quoting the car as being in production for 13 years is cheating a bit - it's how long that particular engine had been in production that really counts. The original version of mine (115bhp) came out in 1991, so that's been around 13 years, and it still stands up reasonably well against the latest crop of turbodiesels.

Peter

True, and now the A4's been out for donkey's years, the Audi 80 TDIs represent a really decent secondhand buy.

Yup, true.

I almost quite fancy one of those Mk2 Golf GTDs actually. Saw a couple on ebay recently (ish) and they were fetching bloody good money. Talking of diesel Golfs, I remember reading about a bloke who'd owned an old Mk2 Golf diesel (n/a) since new or nearly-new, and had run the thing up to 440,000 miles. VW bought it back off him to strip it down and inspect it for wear, and then to try and figure out how to make their latest cars not to last quite so long, so that people would buy the newer models :-)

Peter

AstraVanMan ( snipped-for-privacy@WithThanks.com) gurgled happily, sounding much like they were saying :

They're luvverly. Even if the diseasel is a little bit Massey-Ferguson aurally.

True.

When the CX came out in '74, the engines were basically the DS 5-bearing engine which had been introduced in the mid 60s to replace the Traction 3- bearing unit that had been out since '34 (and lived until 82 in the H-van)

The original CX 2200 diesel (60bhp!) was a development of that same block, stretched to 2500 a year or two later, then turbo'd for 83 and gaining an intercooler (and cam belt instead of chain) for 86/7ish.

So the basic block design was a mid-60s replacement for a mid-30s lump... And it lasted until the very early 90s...

The plan had been for the D to have a high-tech flat-six, but development time and money ran out. Then the plan was for the CX to have a triple rotor wankel, but the development time and money ran out at the same time as the oil crisis hit...

Pah. It's a positive Johnny-come-lately.

Yes, nearly all of the available "tuning boxes" will bump a stock 90 upto around 110-115bhp and 20% more torque- slightly better than a stock 110.

Go for it.

Tim..

Yes boost control is done via the ECU by a solonoid controlled bleed valve, so is the fueling, fuelling timing, EGR rate etc.. And its a fly by wire throttle..

Tim..

Jesus, where have you been for the past 12 years? VAG brought out the TDi in the Audi 80 in 1991!!!!!! (in its original 8v, direct injection 1896cc 90bhp form)

Tim..

We're talking diesel here, all diesels ID or DI use an injector direct into the head either into a pre combustion chamber (ID) or into the combustion chamber (DI). They just wouldnt work with fuel being injected behind the inlet valves- go read up on *how* a diesel works.

If you're talking about a petrol engine, then traditionally the first Inj. system was a "dry" inlet manifold-injector-just-in front-of inlet-valves arrangement, one per cylinder, which then for cheapness went to a single point (a la carb'd engine) wet inlet manifold.

Only very recently have we started with direct petrol injection direct into the combustion chamber (Mitsi GDi, VAG FSi, Ford SCi). Which us publicans are doing the final testing for it seems- google for VAG's problems with the Fsi's they're having...

The Honda CVCC system was quite bizarre in that its carb had a 3rd small venturi which fed 4 small runners in the inlet manifold, a 2nd small inlet valve per cylinder which let to a pre combustion chamber in which sat the spark plug which was fed quite a rich mixture (around 10:1). The main chambers were fed conventionally from the carb but with a very lean mixture. One that ordinarily would not light from a spark plug, so the rich mix in the pre chamber was lit by the plug which in turn lit the lean mixture.

They needed a really weird spark advance curve, vaccuum advance and vacuum retard under certain circumstances and were neither particually efficient nor smooth running, but emissions were quite low for their time.

Try 2000 bar actually (in some systems at full load)

Tim..