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Discussion Starter #241
update some TCU latest setting changes. The new setting increased max rpm to 3600. in normal driving conditions, the shift happens much earlier. But the new setting allow for fast acceleration. It can drive like a sport car if i launch it ...... there are also minor changes for the shift curve start points which allow the 2nd and 3rd gear to have the TC locked and stay there longer. this is very good for manage the AFT temperature and it is also improved fuel economy.
TCU setting 3500RPM lock 234.jpg
 

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Discussion Starter #242
Upgrade power steering pump reservoir to 1.2 litre capacity: The potential problems for the the factory reservoir: 1) is a bit too small for both the Hydro brake boost pump and the the power steering pump. 2) the there is only one 'return' hose connection which can not meet the volume of the return fluid when both brake and power steering are in action . 3) it sits a bit too low ( compare to where the hydro boost pump) when you park the car in a slop with the passenger side on the lower side ( off road). In this situation if I stop the engine, the fluid from the hydro pump may flow back to the reservoir end.....I bought an Ebay unit, and modified it with an added section and additional return hose (3/8) connection. Installed it in the higher position, now it is holding 1.2 litres ( double the factory unit's capacity).
Here is the final result: see the attached pictures.
 

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Discussion Starter #243
I have received some questions about the Cummins 4.5.
Here are the answers for some questions about the Cummins ISDE4.5 COMMON RAIL ENGINE electronic system:
1) does it have an air flow sensor ( like the ZD30's MAF)? Answer: there is NO airflow sensor in the Cummins ISDE4.5 ENGINE, Instead, it has an Air Pressure Sensor. The Engine ECM will read the air pressure, then decide how much fuel to inject to the engine. So there is NO cleaning required for that sensor. Unlike those Airflow type sensor. The Air pressure sensor used in the Cummins engine prove to be very reliable.
2) Oil pressure switch? The Cummins ISDE4.5 has an oil pressure sensor which gives the oil pressure reading to the ECM. for my engine, once in the operating temperature, the typical oil pressure reading are between 30psi ( idle) to 65 psi (unload load). in the winter time cold start, the reading is about 80psi.
3) Crank position sensor: The Cummins has 2 sensors, one for the crank position, other one also does the similar function but provide the engine rpm. so if one sensor is 'faulty', the engine can still keep running.
4) Glow plug? There is NO glow plug in the Cummins 4.5. Instead, it has an air intake heat element. But during my SKI trip in the snowing mountain, I never need to use this heating element to start the engine at low temperature ( -14 degrees C). So I removed this air heating device. ( with this device removed, there is more air flow). The engine simply start without any issues in coolest Australia conditions.
overall, in both electronic and mechanical aspects, the Cummins 4.5 is a very simple very reliable engine.
 

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I know you managed to get the exhaust to cross over to the left hand side, but it seemed to be a real PITA. I think it’s a shame they don’t do a perfectly symmetrical head so you could flip it around and have the exhaust on whichever side you choose. They could do an alternate camshaft for either left or right intake/ exhaust. Just my idea, sounds feasible to my non-engineering mind.


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Discussion Starter #245 (Edited)
There is NO way to get the exhaust across to the passenger side from the top due to the timing case in this side completely blocked the way for the exhaust to go down.....it has nothing to do with the head or manifold design. But i dont see any issues for the way my exhuast's setup. it just not easy to do in the begining , but once it is done, it works well.

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Discussion Starter #246
I have changed tyre to 285/70R17 ( from 275/70/R17). there is slight RPM drop at cruising speed. Cannot feel any difference, the engine is still at its best RPM range at cruising speed. It is so relax at the freeway speed.
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Discussion Starter #247
this is at the 3rd GEAR which is good for towing caravan:
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Discussion Starter #248
I was always wondered how well is my RE4 automatic transmission handled the torque behind the Cummins. So today , after about 13,000km ( about 5,000km was towing) I dropped the pan and inspected the conditions.....looks pretty good to me, there is no obvious wearing or material around the magnet. The filter also very clean. see the attached photos


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Discussion Starter #249
This is the amount of debris - very fine black staff from that magnet.


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Discussion Starter #250
Since the first few thousand km involved turning the transmission control unit. There could be some wearing during that process. Now the RE4 works very smoothly as I expected. Looks to me it will be able to last quite sometime and provide reliable services down the road

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Discussion Starter #251 (Edited)
Today I installed a magnet ATF inline filter. The main reason to do so it to replace it when changing the ATF. So I don't need to drop the pan that often. It was a very straightforward easy installation. Searched the web, but could not find much information about how long this little device can last. It has a built-in valve in case the filter it too dirty, the valve will open to ensure the ATF flow. I am going to change it in 20,000km as the label says. Then I will be able to cut it open to inspect the condition. ( correction:) I have to make sure the flow direction is correct...the ATF output line is on the driver side of the RE4. Bottom Right hand side of the transmission......


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Discussion Starter #252 (Edited)
Another update for the voltage display of the throat pedal. The voltage range is 1.1v idle to 4.23v at max. It will give me some ideal about throat position in different conditions. During the idle the reading was 1.08 . Most time driving in local road (50k/h) see the voltage reading under or around 2v. Note, the idle reading from this display is bit lower than using my multi-meter, but at the max, both read the same. The small display bought off ebay allow to ready from 0 to 100v with high accuracy and high input resistant (99k ohm) which is very good as it take very little current from the pedal circuit. I will update some more reading when i have chance to take the car to highway.


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Discussion Starter #253
Update of power steering reservoir mod: since last time the reservoir was increased in size, I realised some potential foaming issue which was due to the missing of factory mesh and that return pipe is too close to the outlet pipe. In normal car such configuration may work, but the Cummins power steering pump is a much stronger unit which pumps more fluid. First, I cut open the reservoir. I relocated the return pipe to the higher position, and modified the inner part of it, so that factory 10mm diameter mesh net can be installed, then blocked the two small return pipes on the bottom. On top of that I also installed a 50mmx20mmx6mm strong magnetic block on the bottom. To prevent it from moving around, I glued a piece of metal plate on the outside of the reservoir. Now the magenetic block won't even move. I used a 90mm turbo hose join ( ATF / oil resistant) to rejoin the top part. Now it is a very easy service unit. Test drive, great. Not a tiny foaming at all. The reservoir now hold about 900ml of ATF. Now the engine bay looks pretty!


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How’s the silicon hose go with trans fluid? Will it soften and eat it.


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Discussion Starter #255
The silicon hose is doing ok with ATF. The same hose is used for turbo outlet where it sees the engine oil as well. So it is oil resistant same as the power steering rubber hose. For piece of mind, I also cut a bit of it and put it into a small ATF filled glass bottle . It has been in the bottle for long time. I have few bottles of diesel, engine oil, etc to test different materials. The hose looks good.

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Discussion Starter #256
After some delay due to the virus......finally, the first custom built 270HP, 3700 RPM, 830NM Engine is being packed and delivered to my customer in VIC.
 

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Discussion Starter #257
It was fully assembled, tuned and tested back in Nov 2019, Customer asked for a delay shipment till January, then the virus situation further delayed the shipment. It had been sitting in the warehouse for nearly 6 months before being shipped. There are some dust that make the look a bit not that shinning....it is the best ISDE 4.5 you can buy. Since it was built by the most experienced specialist. Look at my built. Good news, the engine has arrived .... finally....

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Discussion Starter #258 (Edited)
Update: ATF inline filter. I installed the ATF inline filter about 6,000km ago. About 5,000km was on towing trip. Today, I opened the filter to take a look what it had trapped inside. After opened the filter. Both the filter and the magnet look pretty clean. It means that RE4 transmission has been working perfectly behind the powerful Cummins engine. So I am very confident that this inline filter won't need change for 20,000km. The reason I open tbis filter was due to there was minor leak at the join between the filter body and the cap. It has been common for this filter design. There are lots of reported leaking in the same spot for this serviceable filter. The new design uses welded body so no more leaking will happen. Of course it is not serviceable either. I installed a new version of the ATF inline filter which is made of stainless steel casing, and won't leak along the cap seal area like the old one. I will keep it there for 20,000 km. It has a bypass valve- in case of the filter element is blocked. If this is happening, the magnet ring is still doing the job. Highly recommended anyone with automatic transmission to use it especially if you have an engine conversion done.


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It was fully assembled, tuned and tested back in Nov 2019, Customer asked for a delay shipment till January, then the virus situation further delayed the shipment. It had been sitting in the warehouse for nearly 6 months before being shipped. There are some dust that make the look a bit not that shinning....it is the best ISDE 4.5 you can buy. Since it was built by the most experienced specialist. Look at my built. Good news, the engine has arrived .... finally....

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Am I getting this right? You can organize this Cummins unit for others? I've read some parts of your built thread but not attentively enough to notice that.

Never mind I should pay more attention to the entire thread.

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Discussion Starter #260 (Edited)
There are lots of enquires about the RE4 behind the Cummins. Here are the summaries I would like to share:
My RE4 has been doing very well so far. It has done about 20,000km behind my powerful Cummins, and majority of the KMs are on Towing Caravan trip. Please see the latest update of the TCU settings ( see the attached), with this setting, I can drive the car with the ATF on the control ( on the hwy crusing, the ATF temperature - outlet of the TC sit at around 55 degrees , and I can keep the TC locked in most hwy driving conditions when not towing. For example, the recent trip from Sydney to NewCastle freeway return, I can keep the TC at the lock up mode using 4th gear with engine relaxed at 1570 rpm and maintain 100k/h cruising speed even on steep incline. This make the car very pleasant to drive. When not towing at hwy speed, the TC is locked at most time, and the ATF is stable at 55 degrees. In the city, traffic jam conditions, the ATF outlet temperature can read bit higher with the TC unlocked ( 60 to 75). When towing, I normally use 3rd gear and keep TC locked and cruising at 90k/ h ( RPM around 2030), or using 4th with TC locked while cruising at flat section of road at 100k/h or more. Only some steep section, the TC is unlocked and the engine will spin faster to keep the speed ( at this moment, i wish to have a true low stall TC). Since I have the factory standard TC ( not low stall), I keep the TC in lock mode most of the time if i could ( 2nd, 3rd, and 4th, see the attached setting picture). FIY, I had initially set the TC unlock at 55% of the TPS, then changed to 58%, with now at 60%. It has been working just fine. The factory TC locking mechanism ( which is around 300mm in diameter) seams much stronger than I initially expected, or heard from others. This could be due to the stage 3 heavy duty valve body which has increase the line pressure 40 PSI on top the of the factory line pressure setting.........Anyone who has a real working low stall ( the same external size as the factory unit for direct replacement). please share your experience here. Hope the above information can help someone who are going to use the RE4 for their engine conversion project.
 

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