Post by corosafari » Mon Oct 05, am. Post by Taz » Mon Oct 05, am. Post by darinz » Mon Oct 05, pm. Post by Taz » Mon Oct 05, pm. Post by corosafari » Tue Oct 06, am. Post by tweake » Tue Oct 06, am.
Post by darinz » Tue Oct 06, pm. Post by tweake » Tue Oct 06, pm. Post by Bobby » Fri Oct 09, am. Post by darinz » Wed Oct 14, am.
Skip to content. Board index In the garage Nissan. However my 97y60 TD42 has blacktop motor too. Just what I heard , but sure some gurus will fill the gaps. Last edited by Taz on Mon Oct 05, pm, edited 1 time in total. But instead of using a chain or a toothed rubber belt to drive the camshaft mounted in the block the engine was an overhead-valve design the TD42 used a series of gears to do that.
In fact, the TD42 soon gained a reputation for being a half-a-million-kilometre engine, provided you kept the servicing up to it. This version was known as the Silvertop for the colour of its rocker-cover and it produced 85kW of power and Nm of torque. There are, however, two distinct versions of that early TD Plenty of owners found out the hard way that the later TD42 would crack pistons if you pumped too much boost into them.
Faced with the knowledge that the aftermarket was selling heaps of turbo kits to Patrol owners, Nissan got in on the act at a factory level for the GU patrol of While the normally-aspirated TD42 was still available, the factory turbocharged TD42T3 was also introduced, making kW and Nm of torque. Known as the Blacktop guess why the GU version of the TD42 in both turbo and non-turbo form addressed those reliability shortcomings with even thicker pistons than the very first version, beefier con-rods and bigger gudgeon pins.
In February , Nissan gave the turbo version a little more love, fitting it with electronic control of the injector-pump timing, but pulling up short of making it an actual common-rail set-up.
Like every TD42 sold here, it was only ever matched with a five-speed manual transmission. Other updates included the addition of side-intrusion beams in the doors, tweaks to suspension and transmission, bigger brakes and changes to the standard equipment list. From to , Ford Australia sold a rebadged version of the GQ Patrol called the Ford Maverick, in both long- and short-wheelbase models. Ford offered both the TB42 petrol-six manual or auto and the TD42 diesel-six manual only.
In , a coil cab version of the GQ Patrol was added to the Nissan line-up, which was sold alongside the pre-existing cab-chassis and pick-up models that sported the leaf-spring rear-end. The coil cab offered vastly superior ride to the leaf-spring cab-chassis variants, especially when unladen or with only a light load on board.
Nevertheless, on-road performance was similar thanks to significantly shorter gearing; the trade-off being less relaxed highway touring. For those who wanted extra performance, a number of Nissan dealers offered the superbly engineered Safari turbo and intercooler kits as a dealer-fit option.
Nissan fans had high hopes when a rumoured replacement for the GQ Patrol was set to land in Australia in but, initially at least, many would be disappointed. Despite the chassis, suspension and driveline similarities, the GU Patrol was a big improvement over its predecessor, offering a wider body that delivered much more interior space, greater refinement, improved NVH noise, vibration and harshness levels, better aerodynamics and a vastly more comfortable interior.
And while the petrol six-pack offered decent performance on the road and a good spread of torque kW at rpm; Nm at rpm , it was thirsty and not at all aligned with the market that Nissan had previously cultivated with Patrol, which in the latter years of the GQ model was heavily skewed towards diesel sales.
Further limiting the chance of early sales success, the GU Patrol was initially launched in just ST and Ti model variants; there was no longer the wildly popular and affordable RX version, and the base-spec DX model was not due to appear until around mid Claimed power was up to 95kW at rpm and torque up to Nm at rpm, but in the GU Patrol the engine had to deal with an additional kg of weight compared to the GQ.
Unfortunately, the new turbo-diesel was not the most refined engine around; performance below rpm was wanting, and above that there was a sudden surge as the turbocharger did its thing. Adding to the problem was a light and overly sensitive throttle that made smooth progress, particularly in bumpy off-road conditions, somewhat difficult to achieve.
When the TD42 4. However, with a heavier body to lug around, performance was somewhat blunted. This diesel was also offered in cab-chassis and coil cab variants of the GU, and in early these utility models were also the first to receive the new TD42T, a turbocharged version of the TD By mid, the TD42T was made available in Patrol ST wagon specification, making it the most powerful diesel engine in its class Toyota only offered the 1HZ in the Series Cruiser at this stage and was yet to re-introduce an electronically injected version of the 1HD-FT.
However, the new engine had a few gremlins and it gained a reputation for poor reliability. Problems included fuel pump issues and piston failures, and Nissan eventually increased the oil capacity of the engine and lowered the oil viscosity rating in an attempt to resolve the faults.
It was thirsty, but it developed an impressive kW and chunky Nm, giving it class-leading performance. Back-to-back testing back in showed that the more modern ZD30 had a slight performance edge over the TD42Ti, but the latter felt more refined.
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