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Thread starter hamilgs Start date Dec 6, Trouble is I forgot to write down which three letter acronym was on which make of vehicle. Does anyone have a simple explanation of these diesel codes? Eolair Veteran Member. Joined Nov 13, Location Ludwigshafen, Germany.
In the days before the direct-injection, everybody uses D or TD for the turbo-diesel. But as people remembered the TDI moniker and VW having trademarked it , the other manufacturers searched for crude names for their own high-tech diesels. I'm sure that one of the manufacturers stuck a "TDI" badge on the back of an ordinary IDI turbo diesel a few years back.
I remember thinking what a con it was. Which make was that? Or is it just a case of 'why not? Cheaper to build becuase you don't need a turbo, which is an expensive part as they are made to very fine tolerances. Normally aspirated diesels should be more economical as well. Not that many mainstream manufacturers still do them for passenger cars these days as every a small turbo makes a massive difference to performance and driveability without sacrificing economy too much.
Exactly - the first point makes sense but when no-one is buying the things, is there any point? It's always amused me to see the 'i' in 'TDi'. No doubt copying the fuel-injected petrol equivalent 'i' badging, but forgetting that diesel engines had been fuel-injected long before that!
The "i" means intercooled not injection. Is that still true for 'SDi' - as in the thread title? I didn't think there was an intercooler without forced induction. Don't know about other makes, but SDi Rovers were turbo'd with intercoolers.
SD ones were turbo'd without intercoolers. Thu 30 Aug SDi questions - tyro. And what does SDi stand for anyway? Thu 30 Aug SDi questions - Nickdm. SDi-engined cars are of course cheaper than their TDi equivalents, so the manufacturer plugs another market niche and might get another sale In I ran an SDi Polo for 23k miles over 8 months up and down the M40; it was a perfectly good engine for cruising and did around 50mpg. I think you will find it was SD1 as opposed to SDi. They're also cheap as chips to buy and run, and as the examples mentioned above show, look after them right and you can run them to the moon.
I think it's a pretty staggering achievement, the fact that they are capable of such mileages and that minicab drivers still buy them mean they must be fairly reliable and up to the job. In terms of fuel consumption, I don't think it's necessarily the case that losing the turbo makes them more economical - some turbos I would have thought had the advantage there as the engine is not having to be revved quite so hard to get anything out of it. Also, does a turbo, by it's nature, not improve emissions in some cases - better to have a small turbo diesel with the same output than a larger naturally aspirated one?
I had always thought that this is the reason we see so few unblown diesels in passenger cars now. Migh tbe wrong though! I guess the bigger engine is under less stress in these specific operating conditions. Am I rigth in thinking that Mazda did a supercharged diesel in the mid 90's in the ? Aye, the supercharged diesel was called 'comprex' but its output was poor by todays standards and it was only in production for something like 15 months.
I think he means later post-SD1 Rovers. There never was an SD1 SDi Must lie down. Apologies to Morgie. Cheaper to make, less strain put on engine, more economical to run. However, ludicrously slow, and doesn't have that turbo whistle and shove of power that many turbo-diesel drivers enjoy. They do seem to run to higher mileages and older ages than turbocharged units - maybe this is due to the cost of replacing a turbo causing cars to be scrapped when the turbo goes bang.
My sister has a Pug D 1. Curiously, although slow on paper, I've been on plenty of taxi rides in the passenger seat of them which have felt like I'm sitting in a Veyron. Guess that's a mixture of the alcohol in my belly and the nutter behind the wheel!
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