Nissan Patrol 4x4 (Africa)

Just uploaded a video the 'current' owner sent me of the engine bay.

http://cloudbridge.co.za/patrol/WhatsApp%20Video%202018-05-16%20at%2019.28.53.mp4

Any comments?

"Never thought to crank it over empty to empty the filters. That's a nice tip!"

Just dont do it while your Dad is under the car... I wish I could go back & tell my 12yr old self that! Eish I got a lekker vettie...

ooooooooooo.... I LOVE a dirty engine when one wants to buy a car.... It shows exactly what the engine is and where any leaks would be. That looks and sounds good.... just like a 13 socket in rumbling in the sump..... ( I love that description !!!!)

JP.... only you boet.......

Haha. I must be honest here. I know very little about diesels. Never owned one. Hence one of the main reasons for going for simple one with no turbo. I replaced a turbo on a mazda 2.5 once which I didn't enjoy.

Always thought of these NA diesels as tractor motors, which they are ... haha.

ricster wrote: ↑24 May 2018 10:07 I do the unthinkable..... as soon as the oil stops running out the sump plug start the engine and as soon as the low oil light comes on I turn off the engine. I do this for 2 reasons. Firstly I like to know that the light/sensor is working, and secondly that drains a lot of the oil out of the 2 filters so there is almost no messy oil spilling out when I change the filters the next morning. When I start up after putting in the new oil, you can either disconnect the fuel cut solenoid wire while cranking the motor over for about 5 odd seconds a few times to get the oil circulating a bit. Then reconnect the solenoid wire to the Injector pump and start it up, and all should be well

Jo, some okes like living dangerously!



1) I used to be quite involved with the Lotus Register's racing series. One of my friends was the premier engine builder for this series. One of the guys added a spark cut-off to the oil pressure warning circuit. If the oil pressure dropped below 1/2 a bar, the engine cut out immediately. A couple of races later, he ran over some debris which tore went through his oil cooler. Despite the cut-ott, the engine still seized.

2) On our recent trip to Bots, my oil pressure started dropping. Before the oil pressure light ever cane on, I could hear the motor getting noisier. At the time, I thought it was just a tappet rattle, but I know better now.

Cedric. Your comment about the missing socket go me thinking. Surely all the TD42 motors sound the same regards of whether they have a turbo or not?! What does the ZD30 sound like?

There's a ZD30 Y61 here in East London which I went to look at. They couldn't get it started so didn't hear what it sounded like or bother taking it for a drive. Pretty rough condition.
Y61 ZD30

I might still call them up and try take it again.

2001 3L Patrol ? And would not start ? I would walk away.

3L Patrols prior to 2004 were known as those with the 'hand grenade' motors...

WannabeTroll wrote: ↑22 May 2018 20:38
1998 Nissan Patrol 4.2 Diesel(Non Turbo)

If it is in good condition , go for it.
I think there is a lot less that can go wrong with a n/a 4.2 . Have heard of many turbo'd 4.2 being opened up for heart surgery or transplants, not so much on n/a 4.2's..
Obviously if you want speed, then this will not work for you.

my 2c's...

SJC wrote: ↑24 May 2018 18:44

WannabeTroll wrote: ↑22 May 2018 20:38
1998 Nissan Patrol 4.2 Diesel(Non Turbo)

If it is in good condition , go for it.
I think there is a lot less that can go wrong with a n/a 4.2 . Have heard of many turbo'd 4.2 being opened up for heart surgery or transplants, not so much on n/a 4.2's..
Obviously if you want speed, then this will not work for you.

my 2c's...

Well I dont agree with that statement.
I am one of the few people working exclusively on the TD42 and my core business is turbo conversiones.
I can say without a doubt that I have not seen one engine failure on a correctly built turbo engine that can point to the turbo conversion being the problem.
Bolt on conversions (where the NA pistons are not changed to turbo spec) are the only exclusion on this as they are not designed for the job and might fail over time.

I would say the no1 killer for a TD42 is overheating. Almost all engine related failures or damage I can honestly say comes from overheating and its a mixed bag of NA and turbo.

Morning Gents

Out of curiousity now, Michael - what is the going cost to do the conversion? Are they refurbed turbos or everything new. What all does it involve. I'm guessing the following:

Different exhaust manifold.
Turbo
Tubing
Pistons
Rings
EGT Sensor/Gauge
Larger Air box
Intercooler
Additional Oil Filter

Cheers