Jump to content


Getting Comfortable
  • Content Count

  • Joined

  • Last visited

Community Reputation

9 Neutral

About RRC200Tdi

  • Rank

Profile Information

  • Location

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Awesome! I look forward to learning the results of your experiment! Thank you for making the investment to help the rest of us out 🙂
  2. When I was going through the planning stages of rebuilding my injectors I was unable to find a good exploded diagram to assist reassembly. As I took the first one apart I drew a diagram as an aid. I thought it might be useful to redraw it in photoshop and share this with the forum. Hopefully this helps!
  3. Thanks, Monkie, I am in. Depending on the price maybe for two sets It's true that it is best to have the injector crack pressures tested, and I would do so if I could. Unfortunately I have yet to find someone here in the states that will do it for a reasonable price. I got two hits on numerous emails I sent out to injector specialists here. One quoted me $200 per injector to rebuild and test, the other wanted more info and never responded to my followup email. I haven't asked for a price for just testing, but I suspect it would be quite high. Does anyone in this forum have a rec
  4. I look forward to hearing how it goes 🙂
  5. Very good to know! I have not seen this information before. You are very welcome! I have learned so much from other peoples' posts in this community, I want to contribute whatever useful information I can offer 🙂 Yeah, especially when you are doing the work yourself and saving on labor, it really pays to invest in genuine parts! I often think that the price for genuine rover parts are excessive, at least here in the US, but these are good examples for why cutting corners can cost you more in the long run.
  6. Hi all, I hope everyone had a great holiday and new year despite our continuing challenges 🙂 I guess this is another PSA from me, as I wanted to report on my experiences in purchasing cheap aftermarket injector nozzles for my 200Tdi. I have two sets of injectors, one that came with the engine with about 114k miles and another set I purchased second hand from the wreckers with unknown mileage. After swapping the Tdi into my 1989 RRC and getting it up and running, I found that no matter how I adjusted the fueling I could not completely eliminate the production of smoke. There was alway
  7. Nice post, thank you for this helpful information. I have one question: wouldn't caster-corrected swivel-ball housings be a better option than a correction in the radius arms? I would be concerned about the increase in the pinion angle on the front differential leading to binding and premature failure on the front driveshaft u-joints. I only have a 2" lift, but have been hesitant to change the radius arms for this reason. Currently, I am fortunate in that I have no issues with death wobble.
  8. Yeah, I am glad I didn't bid on it. I would have been kicking myself when it turned up with a crack. Someone was selling a nice one here in the US awhile back. It was available for ages, but I was living in Germany and was unable to make arrangements to get it. At least I managed to get a good spare set of 200Tdi injectors before they became hen's-teeth rare. If I need to do a full rebuild and my head is bad I will look into going the 300Tdi head route. Cheaper and available injectors and heads. I already have the 300Tdi injector pipes and clamps, so I kind of already prepared for that possibi
  9. Hi all, The is just a PSA regarding a 200Tdi head I was watching on the most ubiquitous online auction site. I was interested in bidding on it as the price was excellent (starting and winning bid $250) and I have read about the propensity for these heads to crack. I wanted a backup since I am terrified of what awaits in my engine bay when I check the internals. Anyway I noticed a crack between the intake and exhaust valves and politely informed the seller. It seems someone placed a winning bid on it today. I don't know whether or not this is of the catastrophic variety, but I wanted to let y
  10. Thank you, I will have a look at @Daan posts. I recall reading a thread about intercooler inlet/outlet temperature comparisons, but I can't remember who's post it was. If I recall correctly, the results were recorded on an aftermarket full-width intercooler and outlet temperatures were largely independent of inlet temperatures. The outlet temperatures were consistent and low, and may have been close to ambient, but I do not remember ambient temperatures being reported, as I was really curious about them. I don't think there are any data on temperature delta on standard 200/300Tdi intercoolers
  11. Thank you, Reb78, that is an excellent point. I am no expert on this topic, but I have happened across a lot of discussions about the thermodynamics of turbos, intercoolers, and combustion as it relates to 200/300Tdis on the different forums, some very helpful and constructive and others a little less so, leaving me a bit uncertain. To answer your question, I am running a factory intercooler. I have considered upgrading, but have read posts suggesting that these engines and stock turbos really aren't capable of flowing enough CFM to increase air intake temperatures much above ambient after the
  12. Thank you Cackshifter, that is a great point about boost and EGTs, which is why I was trying to increase boost from 16 to 18 PSI. Unfortunately I overshot 18 by 6 PSI or more 😱 It turns out I had shortened the actuator rod to the point of disabling the wastegate completely. Intriguing suggestions about the fuel pressure. I have only about 1000 miles on my current fuel filter, but it is five years old and may be impaired by algal growth. I couldn't be bothered to change it, but now it has me thinking... Unfortunately it is true that the condition of both the bottom and top end of the engi
  13. Quick update on the boost adjustment. I shortened the wastegate actuator rod by about 5 mm and threaded the the rod end and jam nut to very end of the threads as I was skeptical that the 200Tdi was going make much more boost (previously set at 16 PSI maxed out on the stock rod) given the CFM limitations of the engine and small turbo. Once the engine was at operating temperature I gave it a run on a freeway on-ramp and gently increased throttle in third gear up to wide open and watched the boost gauge shoot past 20 PSI (at the manifold) and before I could relax my foot hit it 24 PSI. This litt
  14. Hi guys, I hope you are all doing well during these challenging days. I first posted this in the Range Rover forum, but I believe it is more appropriate in the international forum since it directly involves a 200/300Tdi. I am new to this forum, but have been a rover enthusiast for ages. My current rover is a 1989 range rover converted to a 200tdi. I have gone through an exhaustive process of tuning the FIP noting every change and recording the resulting data, both qualitative and quantitative. I would like to post my method soon, when I have a little bit of time, because maybe i
  • Create New...

Important Information

We use cookies to ensure you get the best experience. By using our website you agree to our Cookie Policy