Nissan TD27 Specifications
| Engine Model: Nissan TD27 |
| Engine Type: 4-cycle inline 4-cylinder OHV 8-valve liquid-cooled diesel |
| Total Displacement: 162.4 cu.in (2.66 L) |
| Rated Engine Power: 84 Hp (63 kW) at 4300 rpm |
| Fuel System Type: Indirect injection |
____________________________________________________________________________________
The Nissan TD27 is a 2.7-liter, inline-four, naturally
aspirated diesel engine produced from 1986 through the early 2000s. As a member
of Nissan’s TD engine family, this power unit was engineered for durability,
simplicity, and longevity in light-commercial and off-road applications. The
TD27 shares its architectural DNA with the larger TD42 six-cylinder and the
smaller TD23 and TD25 four-cylinder engines, all distinguished by their
gear-driven timing systems and cast iron construction.
The engine utilizes an indirect injection (IDI) combustion system with a
pre-combustion chamber, a design that prioritizes smooth operation, reduced
combustion noise, and tolerance for lower-grade fuels over maximum power output.
The naturally aspirated TD27 served as the foundation for later turbocharged
variants, including the TD27T and the intercooled TD27Ti and TD27ETi.
Renowned for its mechanical simplicity and absence of electronic controls in its
base form, the TD27 became a preferred power unit for Nissan’s commercial vans,
pickup trucks, and sport utility vehicles across Asia, Europe, Australia, and
South America, where reliability in demanding operating conditions was
paramount.
The Nissan TD27 is a four-stroke, water-cooled, inline-four diesel engine with a
total displacement of 2,663 cc. The bore and stroke dimensions are 96.0 mm and
92.0 mm, respectively, creating an oversquare configuration that favors torque
production in the lower and mid-range engine speeds. The valvetrain employs an
overhead valve (OHV) design with two valves per cylinder - one intake and one
exhaust - for a total of eight valves. The camshaft is positioned within the
cylinder block and actuates the valves through pushrods and rocker arms. The
combustion system utilizes indirect injection (IDI) with a swirl-type
pre-combustion chamber positioned within the cylinder head.
The fuel system is mechanical, utilizing an in-line injection pump with
individual plunger and barrel assemblies for each cylinder. Induction is
naturally aspirated, with air drawn through a dry-type air filter and intake
manifold without forced induction assistance.
The compression ratio is set at 21.9:1, a value selected to provide reliable
cold starting while maintaining acceptable combustion pressures for the indirect
injection system. Maximum power is rated at 63 kW (84 hp) at 4,300 rpm. Maximum
torque is produced at 2,200 rpm, with a rating of 176 Nm (130 lb-ft). The engine
speed limiter is set at approximately 4,500 rpm. The firing order is 1-3-4-2,
the standard arrangement for inline-four engines.
The cylinder block is constructed from cast iron,
selected for its exceptional rigidity, wear resistance, and ability to withstand
the high compressive loads generated by diesel combustion. The block utilizes a
deep-skirt design, with the side walls extending below the crankshaft centerline
to maximize structural stiffness and reduce engine noise transmission. The
inline-four configuration incorporates five main bearings supporting a forged
steel or cast iron crankshaft. The crankshaft is of the fully counterweighted
design to balance the rotating assembly and minimize vibration across the
operating range.
Cylinder bores are precision-machined and fitted with replaceable, centrifugally
cast wet-type cylinder liners. These liners are pressed into the block and
sealed at the lower end with O-rings and at the cylinder head interface with the
head gasket, allowing coolant to circulate directly around the liners for
efficient heat transfer. The water jacket surrounds the cylinder liners
completely, providing uniform cooling to the combustion chamber walls. The
timing gear housing is integrated into the front of the block, housing the gear
train that drives the camshaft and injection pump.
The cylinder head is manufactured from cast iron,
matching the thermal expansion characteristics of the block to ensure consistent
head gasket sealing across the operating temperature range. The overhead valve
(OHV) arrangement positions the camshaft within the block, with valve actuation
provided by pushrods and rocker arms. The rocker arms pivot on a rocker shaft
mounted to the cylinder head and are adjustable to set valve clearance.
The combustion chambers are of the indirect injection (IDI) type, featuring a
swirl pre-combustion chamber machined into the cylinder head for each cylinder.
This pre-chamber is connected to the main combustion chamber through a series of
carefully sized orifices that create high-velocity swirl, promoting thorough
mixing of fuel and air before main combustion occurs. Valves are arranged
in-line along the cylinder head axis, with each cylinder served by one intake
valve and one exhaust valve.
Valve seat inserts are pressed into the cylinder head and machined to precise
angles to ensure proper sealing under the high pressures of diesel combustion.
The valve springs are of the double-coil type in high-stress applications to
ensure positive valve seating. The cylinder head gasket is a composite or
multi-layer steel design, providing reliable sealing between the cast iron head
and cast iron block.
The fuel system is a mechanically governed indirect
injection system utilizing an in-line injection pump, commonly of Bosch or Zexel
manufacture. The injection pump is mounted to the engine and driven directly by
the timing gear train, ensuring precise synchronization with the crankshaft. The
pump features a separate plunger and barrel assembly for each cylinder,
delivering high-pressure fuel to the injection nozzles through steel
high-pressure lines.
The injection timing is mechanically adjustable and is set to deliver fuel to
the pre-combustion chamber during the compression stroke. The injection nozzles
are of the pintle type, designed to create a finely atomized fuel spray pattern
directed into the swirl pre-chamber. A mechanical governor integrated into the
injection pump controls engine speed under varying loads, maintaining stable
operation from idle to rated speed.
A hand-operated priming pump is integrated into the fuel filter assembly to
bleed air from the system after filter replacement. A supply pump, integral to
the injection pump, draws fuel from the chassis-mounted tank through a
water-separating primary filter and a secondary full-flow filter before delivery
to the high-pressure section. Excess fuel not used for combustion is returned to
the fuel tank through a return line, providing cooling for the injection pump
and nozzles.
The lubrication system is a full-flow, pressurized
circuit utilizing a gear-type oil pump mounted within the timing gear case and
driven directly by the crankshaft. The pump draws engine oil from a
large-capacity steel sump through a strainer screen before directing it through
a full-flow spin-on oil filter. An oil pressure relief valve maintains system
pressure within the specified range, with operating pressure at operating speed
between 3.0 bar (44 psi) and 5.0 bar (73 psi).
The main oil gallery distributes pressurized oil to the crankshaft main
bearings, connecting rod bearings, camshaft bearings, and rocker arm assemblies.
The timing gears are lubricated by splash oil from the timing case, with some
oil delivered under pressure to the camshaft thrust plate. Piston cooling is not
incorporated in the naturally aspirated TD27, as thermal loads are within the
capacity of the cast iron construction and indirect injection combustion.
The total engine oil capacity, including the filter, ranges from 5.5 L (5.8 qt)
to 6.5 L (6.9 qt) depending on oil pan depth specified for the chassis
application. Recommended oil viscosity is 10W-30, 10W-40, or 15W-40 based on
ambient operating temperatures, with diesel-rated API classifications such as
CD, CE, or CF.
The cooling system operates as a pressurized,
thermostatically controlled water circulation circuit designed to manage the
thermal output of the indirect injection diesel. A belt-driven centrifugal water
pump, mounted to the front of the cylinder block, circulates a mixture of water
and ethylene glycol antifreeze through the cylinder block, cylinder head, and
the main radiator.
Coolant flow is directed first to the cylinder block to provide even cooling
around the wet-type cylinder liners before ascending into the cylinder head. The
thermostat is a wax-pellet type positioned on the coolant outlet of the cylinder
head, maintaining operating temperature within the range of 80°C to 90°C (176°F
to 194°F). The radiator is a cross-flow or down-flow copper-brass or aluminum
construction with sufficient cooling capacity for sustained high-load operation.
A viscous-drive or electric cooling fan provides variable cooling airflow,
reducing parasitic losses when maximum cooling is not required. An expansion
tank or overflow reservoir allows for coolant expansion and provides a point for
air separation from the system. The total cooling system capacity varies by
chassis but is approximately 8.0 L (8.5 qt) to 9.0 L (9.5 qt) for the complete
system.
| Intake and Exhaust Systems |
Intake System: The intake manifold is constructed from
cast iron and features short runners designed to deliver air to the indirect
injection pre-combustion chambers. The naturally aspirated induction system
draws air solely through a large-capacity dry-type air filter housed in a metal
or plastic air cleaner assembly. A heater element is incorporated in the intake
system in some cold-climate applications to assist cold starting.
Exhaust System: The exhaust manifold is constructed from heavy-wall cast iron to
resist thermal fatigue and is mounted to the cylinder head. The manifold
collects exhaust gases from all four cylinders and directs them to a single
exhaust outlet for connection to the vehicle’s exhaust piping.
Starting System: The starting system incorporates a
high-torque electric starter motor mounted to the flywheel housing, designed to
deliver sufficient cranking power to overcome the high compression pressure of
the 21.9:1 ratio diesel. Glow plugs are installed in each pre-combustion
chamber, controlled by a glow controller that provides pre-heating and
after-glow functions to ensure reliable cold starting and reduced white smoke
emissions during warm-up.
Timing Drive: The camshaft and fuel injection pump are driven by a gear train
from the crankshaft. This gear drive system, consisting of precision-cut helical
gears, eliminates the need for timing belt or chain replacements and contributes
to the engine’s reputation for exceptional durability and low maintenance
requirements.
The overall length, measured from the front accessory
drive to the flywheel housing face, is 790 mm (31.1 in). Width across the
cylinder head, intake manifold, and injection pump is 650 mm (25.6 in). Height
from the bottom of the oil sump to the top of the cylinder head cover is 820 mm
(32.3 in).
The dry weight of the engine, inclusive of the
injection pump, starter motor, alternator, and flywheel but without
transmission or fluids, is 250 kg (551 lb), reflecting the robust cast
iron construction and the mass of the gear-driven timing system.
The engine oil and filter must be replaced at intervals
not exceeding 5,000 km (3,107 mi) or 250 operating hours under severe duty, with
intervals extending to 10,000 km (6,214 mi) under normal highway operation. The
oil capacity is 5.5 L (5.8 qt) to 6.5 L (6.9 qt) depending on oil pan
configuration.
The fuel filter incorporates a water separator and requires replacement every
20,000 km (12,427 mi) or as indicated by water-in-fuel lamp or reduced engine
performance. The air filter element is inspected at each service and replaced at
20,000 km (12,427 mi) to 40,000 km (24,855 mi) intervals, with more frequent
replacement required in dusty conditions.
Valve clearance adjustment is required at intervals of 40,000 km (24,855 mi) to
60,000 km (37,282 mi), with the cold clearance specification of 0.25 mm (0.010
in) for intake valves and 0.30 mm (0.012 in) for exhaust valves. Coolant
requires replacement every 40,000 km (24,855 mi) or every two years, utilizing a
heavy-duty diesel coolant formulation with supplemental coolant additives (SCA)
to prevent cavitation erosion around cylinder liners.
Cylinder Head Bolts, Stage one: 50 Nm (37 lb-ft).
Cylinder Head Bolts, Stage two: 80 Nm (59 lb-ft).
Main Bearing Cap Bolts: 80 Nm (59 lb-ft)..
Connecting Rod Cap Bolts: 55 Nm (41 lb-ft).
Camshaft Thrust Plate Bolts: 20 Nm (15 lb-ft).
Rocker Arm Shaft Bracket Bolts: 30 Nm (22 lb-ft).
Flywheel Bolts: 110 Nm (81 lb-ft).
Crankshaft Pulley Bolt: 250 Nm (184 lb-ft).
Intake Manifold Bolts: 30 Nm (22 lb-ft).
Exhaust Manifold Nuts: 35 Nm (26 lb-ft).
Injection Pump Mounting Nuts: 40 Nm (30 lb-ft).
Injection Nozzle Holder: 70 Nm (52 lb-ft).
Glow Plugs: 15 Nm (11 lb-ft).
Oil Pan Bolts: 15 Nm (11 lb-ft).
Timing Gear Cover Bolts: 20 Nm (15 lb-ft).
Engine Mounting Brackets: 70 Nm (52 lb-ft).
The Nissan TD27 engine was deployed across a wide
spectrum of Nissan commercial vehicles, pickup trucks, and sport utility
vehicles in global markets from 1986 through the early 2000s.
Nissan Terrano / Pathfinder (WD21): The TD27 served as the diesel power unit for
the first-generation Terrano and Pathfinder SUV, providing reliable torque for
off-road and commercial applications in markets outside North America,
particularly in Europe, Australia, and Asia.
Nissan Mistral (R20): The engine was installed in the Mistral, the successor to
the Terrano, continuing the diesel offering for the compact SUV segment.
Nissan Navara / Datsun Truck (D21, D22): The TD27 was a primary diesel option
for the D21 and D22 Navara pickup trucks, serving in commercial and agricultural
applications across global markets where diesel durability was prioritized.
Nissan Caravan / Urvan (E24): The engine powered the E24 Caravan and Urvan vans,
providing reliable performance for passenger transport, delivery, and conversion
van applications.
Nissan Atlas (F22, F23): The TD27 was utilized in the Atlas light truck series,
serving in flatbed, cab-chassis, and box truck configurations for commercial
fleet operations.
Nissan Cabstar (F22, F23): The engine powered the Cabstar forward-control light
truck, a platform widely used for urban delivery, refuse collection, and
specialized commercial applications.
Nissan Homy (E24): The Homy, a passenger van variant of the Caravan platform,
received the TD27 as a diesel powertrain option for tour and shuttle
applications.
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |
