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From: Mrcheerful on 19 Jun 2010 03:00
Tim Watts wrote:
> Mrcheerful <nbkm57(a)hotmail.co.uk>
> wibbled on Friday 18 June 2010 20:39
>
>> this must be one of the few diesels with a throttle valve, last one
>> I saw was a bedford tk.
>
> 'Scuse my ignorance (I've only worked on petrol engines): wouldn't not
> having a throttle flap impare engine braking? I know the primary power
> control on a diesel was always by control to the injector pump, but I
> guess I assumed they all had throttle flaps.
>
>> a full description and analysis of failure is here:
>> http://www.ms-motor-service.com/ximages/pg_si_0095_en_web.pdf
>>
>> interesting read for us anoraks!!
>
> That is most interesting. At least I know where it is now! It's not a
> cheap unit either. Must get some abuse with the hot exhaust gasses
> being run into it, even allowing for dilution with cold air.

traditionally diesels have an open intake manifold (hence no inlet vacuum
and the need for a pump for the brake servo) compressing air to a very high
pressure is really hard, which is why diesels are very hard to turn over and
have very good over-run decelleration. Diesels suck incredibly hard, which
is why it is very difficult to stop one by choking off its air supply (and
dangerous if you use an extremity !) Which is probably why these throttle
valves get stuck shut so firmly! From this fault alone I would conclude
that if I owned one then I would be religious about the quality of fuel and
oil used to avoid it occurring. So no missed oil changes or cheap oil, and
use top branded fuel.


From: Grimly Curmudgeon on 22 Jun 2010 09:24
We were somewhere around Barstow, on the edge of the desert, when the
drugs began to take hold. I remember Chris Whelan
<cawhelan(a)prejudicentlworld.com> saying something like:

>Today's cars in the main are safer, faster, cheaper to buy, cheaper to
>run, less polluting, more comfortable, and much more reliable than many
>from only a couple of decades ago.
>
>I can still remember with surprise and a measure of disbelief, reading of
>owners in the motoring press claiming their car had covered 100,000 miles
>on the same engine. Chances are they had at least one top-end rebuild in
>that time, and oil changes at least every 6,000 miles.

Depended on use. Circa forty years ago it wasn't unknown to get 100k+
from an Escort van engine - the 1.3, not the 1100, it was over-stressed.
On the road every day, regular oil changes and, crucially, the same
driver.

Twenty years later, it was quite common to get 200K+ from an Escort
diesel van (1.6), with a different driver every day and irregular oil
changes. I knew of several that had done a quarter of a million miles
before being auctioned off.
The DI Transits were the same.

>Today, oil changes can be up to 20,000 miles, and you would expect to get
>200,000 miles out of an engine.

Easily, assuming fairly regular oil changes.
From: Grimly Curmudgeon on 22 Jun 2010 09:25
We were somewhere around Barstow, on the edge of the desert, when the
drugs began to take hold. I remember "Mrcheerful" <nbkm57(a)hotmail.co.uk>
saying something like:

>I know they are much better 'in some ways' but if I had to drive something
>across a desert then I would pick something fixable, with points and a
>carburettor, cables instead of wires and sensors, cam chain rather than belt
>etc. I haven't used my landrover for at least ten years, but I would lay
>money on being able to drive it within an hour if I needed to.

With T-plates across the front of the chassis, of course.
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