All good mate, me no complain either Legend [emoji106][emoji106]
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All good mate, me no complain either Legend [emoji106][emoji106]
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Found a great use for the OEM airbox real estate freed up now [emoji106]
http://www.nissanpatrol.com.au/forum...021/01/220.jpg
http://www.nissanpatrol.com.au/forum...021/01/221.jpg
TD42’s aren’t Kettles, they are the perfect pastry Ovens.....deliciously crispy too [emoji106][emoji106]
http://www.nissanpatrol.com.au/forum...021/01/222.jpg
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Good Morning @mudski Mate!
When time permits can I pretty please pester your good self for some Donaldson truck experience/advice here [emoji120]
This cannister appears to be missing a rubber sealant ring:
http://www.nissanpatrol.com.au/forum.../2021/02/1.jpg
Checked another bigger Donaldson on the diesel generator and it definitely has one:
http://www.nissanpatrol.com.au/forum.../2021/02/2.jpg
Problem I’m having is trying to track down a part number and or if this model even was released with one?
End cap is a P103113 (8”) and I’ve found the part number for the twisted clamp I’ll need to replace too P003951 I believe.
http://www.nissanpatrol.com.au/forum.../2021/02/3.jpg
Any advice or a known nearby rep I could possibly get in touch with would be greatly appreciated Mate [emoji106][emoji106]
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If all else fails, cut up an old inner tube to fit.
That’s not a bad idea at all thanks Craig Mate, will default to that if needed [emoji106][emoji106]
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Hi Mark.Quote:
Originally Posted by MB
I just checked, This is an FWA Cyclopac housing, now obsolete. On the parts listing, there is no lid gasket, there is for the larger FWA housings, but not for this one. This housing is reverse flow too, meaning air goes in the end and out the side. All other housings are opposite. The clamp is NIL stock at Donaldson. They are due late Feb. Replacement filters P182054 is Nil also, but we stock the Fleetguard variant here, AF409KM...
One concern mate, air flow. According to my book, air flow on this housing is 202 CFM, my air flow calculations for the stock N/a TD42 is 265CFM. Whack a turbo on it and it jumps to over 800.
Interesting numbers @mudski, as this is the standard unit supplied for the 6.5 Brunswick conversions, would be well under done.Quote:
Originally Posted by mudski
From a quick googly search on engine specs, my results show 351cfm is required for a N/A model. There is different types or models of this engine so that may vary.Quote:
Originally Posted by PeeBee
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Thanks Mark!
I’m dearly hoping I’ve accidentally confused the query with possibly the wrong part numbers given above.
Hoping if you’re still at work you could kindly check the cfm rating for me on the Baldwin filter element pictured below that was last changed over time n the Chev before complete removal.
http://www.nissanpatrol.com.au/forum.../2021/02/4.jpg
The main body of the Donaldson can is also 300mm long + its end cap (crap collector) length of 75mm all in 8” diameter.
The incoming air on this old model definitely comes in from the side so that all the large particles cyclone their way to the cap and all finer filtered air heads off to the engine down the centre of the filter element and out the end as far as I can guesstimate its design?
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That Baldwin filter is the same as what should be in there. Flow is not measured using the element, its measured by housing design, or type. I did find another different housing that uses the clamp and filter, this uses the conventional flow, air in the side and out the end, but the lid have a rubber vacuator valve on it. The lids can be swapped around so your housing possibly could be this too. Flow rates are similar also.Quote:
Originally Posted by MB
Thanks again Mark, I totally understand your helpful cautionary advice above now Mate!
Have just sent myself near blind reading the entire Donaldson Selection PDF on a tiny iphone screen [emoji23]
Good news is I finally found the FRG Style A series new models that replaced my old FHG series believed is what I had hoarded in the shed.
http://www.nissanpatrol.com.au/forum.../2021/02/5.jpg
Bad news for the GQ build I fear is that the new and improved FRG model G080585 that suits all old dimensions measured is only still rated at 258 cfm [emoji51]
http://www.nissanpatrol.com.au/forum.../2021/02/6.jpg
I’m only running 10psi on the pissy little GQ Safari turbo but even a pressure ratio increase of between 1.5 <>2.0 above a naturally aspirated TD42 of 265cfm you kindly educated would appear I’m way out of the ballpark [emoji22]
No bloody wonder the old 6.5 Chev started properly stretching its legs after Millweld ripped off this Donaldson and kindly customised a 4” snorkel/airbox system back in the day [emoji106][emoji106]
Really Appreciated Mr Mark [emoji120][emoji106][emoji106][emoji106][emoji106][emoji106][emoji106][emoji106][emoji106][emoji106][emoji106][emoji106][emoji106][emoji106][emoji106][emoji106][emoji106][emoji106][emoji106]
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I’m officially desperate now for some GQ TD42T airbox purchase advice pretty please folks [emoji120]
Having queried another Millweld system install again a few weeks ago was unfortunately informed of a supply delay until well after my upcoming planned trip departure [emoji51]
Is there any and all other durable TD42T aftermarket suited brands out there that can please be suggested so I can ring around for availability tomorrow [emoji1696][emoji120]
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Anything that runs an LS panel filter is worlds ahead of the 6.5 supplied junk.
RadiusFab do one at around $600.
CMS performance in seaford stocks a black mamba branded item.
Roadrunner also advertise the black mamba unit.
What about the original box, will that still work or not an option anymore ? ?
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Thanks Mat, Appreciated Mate!
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Have you had the suspension works done by 4wd shed yet? They will be able to sort you out for sure.Quote:
Originally Posted by MB
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They also advertise the black mamba item on their website.Quote:
Originally Posted by Winnie
Unfortunately it’s going to be a mission trying to properly seal it without dodgey duct tape intervention Rossco Mate!
Base casting is riveted to the OEM box and floppy now, missing 1 x top clip, square to round air intake would need to be fabricated too, I can mig but have never tigged [emoji51]
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Legends, great idea/findings, thank you so much again Mat & Chrisso [emoji120][emoji120]
Have earlier today pushed my 4WD Shed suspension installation out an extra week to deal with this newfound snorkel/airbox debacle [emoji23][emoji106]
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Wish I had bought a panel style housing rather than the Fatz pod box I have now. Better flow out of the LS panel filter, larger total surface area = better filtration capacity and more of an even flow. The Fatz box the air hits the blank end of the filter first, then has to travel around to enter the element. The panel box, the air goes in, and straight through the filter with no flow disruption.Quote:
Originally Posted by nissannewby
While its not ideal its not the worst out there. You can run a slightly shorter filter to allow some extra room for the element.Quote:
Originally Posted by mudski
Its about trying to get the air to slow down as much as possible before the element so the element has the best conditions to filter the rocks out.
This is where k&n type filters are good. They will filter better at higher airspeeds and they also will continue to filter well until they are blocked.
Yeah I thought about getting a shorter filter. But then I think I will be better off changing the housing out.Quote:
Originally Posted by nissannewby
Australian Made Found Too, Awesome Advice Thanks Legends ....SOLD [emoji736]
http://www.nissanpatrol.com.au/forum.../2021/02/7.jpg
http://www.nissanpatrol.com.au/forum.../2021/02/8.jpg
http://www.nissanpatrol.com.au/forum.../2021/02/9.jpg
http://www.nissanpatrol.com.au/forum...2021/02/10.jpg
It stung a fair bit price wise but should hopefully properly protect the old faithful TD42-t underwater soon and longer term engine bay future proof for whatever may come [emoji23][emoji106][emoji106]
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Good choice. I know in the GU's, the Aux battery needs to be moved back 40mm or so to fit those big boxes in. Not sure with the Q's though.
Thanks to the Donaldson debacle you kindly saved me from Mate I’ve already shifted everything on the passenger side inner guard back at least 200mm [emoji106][emoji106]
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For the time being any other vehicle for me is my patrol while mine sits woefully in the back yard.
I spend the evening in the shed, sitting out a broken spindle on my ride on. I sourced replacement spindles from Amazon, with the help of a parts manual, picked up genuine ones for a mere $65. New spindle is now installed and I've even tacked some chain onto the deck chute to slow down rocks as the OEM deflector was broken well before I bought it, and replaced with some 3mm plate.
For a novice welder with just a basic aldi stick inverter welder I'm happy with the end result. The last chains attached went on much easier than the first ones.
http://www.nissanpatrol.com.au/forum...2021/02/11.jpg
http://www.nissanpatrol.com.au/forum...2021/02/12.jpg
http://www.nissanpatrol.com.au/forum...2021/02/13.jpg
http://www.nissanpatrol.com.au/forum...2021/02/14.jpg
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Apologies for the post snippet here Mark Mate but really do appreciate again learning heaps on here as always from all you Top Blokes [emoji106][emoji106]Quote:
Originally Posted by mudski
Accidentally found this Youtubey one (magically popped up :-) of some dyno run tests of Sam Eyles with his 6.0L SC Petrol Chev Weapon:
https://youtu.be/sPDp47xUmt8
Minutes 5:00 < > 7:00 show the difference he found on his airbox design humbly admitting too he needs further design upgrading for the beasts CFM needs.
http://www.nissanpatrol.com.au/forum...2021/02/23.jpg
Must honestly say, I am so disappointed that I nuffy entrusted (assumed) the removed 6.5L NA Chev supplied Donaldson (220-ish CFM) now kindly learnt wasn’t even ever spec’d correctly for its non turbo 350 ish CFM needs [emoji2959]
Makes me wonder how many hard earned dollar retiree poor buggers out there towing caravans are still driving around with 6.5L NA paid conversion starving air issues!
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No worries mate. Just as well you piped up and I saw your post. I do this stuff every day at work.Quote:
Originally Posted by MB
I had to design an intake system for a customer today for a 16.5L V12 Genset. It ended up running two Donaldson "Powercore" housings, one per bank, which were rated circa 800cfm each. Then a chap walks in wanting a new setup for his skidsteer loader.
Just done myself a massive thread dig as I remembered posting/documenting something about the removal of the Donaldson from the original 6.5 GU setup purchase 5 or 6 years ago now:
http://www.nissanpatrol.com.au/forum...2021/02/24.jpg
http://www.nissanpatrol.com.au/forum...2021/02/25.jpg
A V8 petrol system airbox design for Patrols appeared to increase new ‘felt’ power by 10% and I’m positive I posted somewhere out there 10% better fuel economy too, just can’t find my old dribble for that post [emoji23]
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@mudski, you have me confused. Here is the initial assessment you made re the TD42 turbo airflow requirements
'According to my book, air flow on this housing is 202 CFM, my air flow calculations for the stock N/a TD42 is 265CFM. Whack a turbo on it and it jumps to over 800', and then above
'for a 16.5L V12 Genset. It ended up running two Donaldson "Powercore" housings, one per bank, which were rated circa 800cfm each'
What I don't understand is how a 4.2 turbo engine requires say 800cfm and a 16.5L only requires 1600cfm? I am assuming the genset is running at a 'high idle speed and the TD42 at full snot? Curious to understand how you derive the flow ratings?
This Genset's max rpm is only 1400 rpm. Not a lot. A TD42 is 4000. RPM is a big factor, more than engine size.Quote:
Originally Posted by PeeBee
It’s possibly already been created out there somewhere but I’m imagining a super helpful online calculator for this stuff would be worth subscribing/paying for nuffy’s like me [emoji51]
I’m assuming a basic Algorithm thingy could be able to calculate engine volume versus rpm + forced induction of turbo/supercharger specifications.
Imagining it would get quite mathematically tricky though calculating recently McGoogle read delivery piping/bends/distances and ambient temperatures/pressures/moistures added variances too [emoji2962][emoji23]
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This is a pretty good website mate.Quote:
Originally Posted by MB
https://www.widman.biz/English/
Oh WOW, that’s got everything thanks Legend [emoji120][emoji106][emoji106]
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Yep. I assume mudski has access to some nice calculators for this stuff. But a td42 that will rev to 4000rpm ideally should have a minimum flow requirement of 800-900cfm.
If the genset is a turbo diesel then it ideally requires a minimum of 1200cfm. This could change if its a gas powered genset though.
Yes it is. I was typing my last reply while you guys had obviously already responded. Handy website. Thanks @mudskiQuote:
Originally Posted by MB
@rustynail good job on the welding its not easy
welding something that is gal coated. You need
to maybe grind the gal off first or burn it off when
welding it. Again good job
What's this talk about TD reving to 4000 business. Lol
I thought they just slapped the revometer under the dash and forgot to blank out lines after 3200...
No way in hell will mine go past 3200 and that's even pushing it ...
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Really? That's an issue mate as it should get to 4000 with no issues.Quote:
Originally Posted by Hodge
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Yeah not sure what the go is.Quote:
Originally Posted by Winnie
Andy at Dieseltec did mention that my bottle neck is air with my current setup, and the ht18 ...
I'm not sure if that contributes to rev trouble but , it has a hard time above 3k... When at 3.2 it's got nothing left.
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