The weight of diesels has dropped a lot. I don't know of any that have alloy blocks but most have alloy heads now. Most of the modern ones are OHC & multi valve. They don't rev like a petrol but they do rev much higher than the old ones. The new ones are also EFI as opposed to the old ones with mechanical systems. EFI makes them much better to tune.

I do agree that torque could be an issue with pro class. I do however think that a smaller capacity would be good in pro light.

The regs as I can understand are that any supercharging of a diesel is subject to a 1.36 ratio multiplication. There is also a limit of 7.2 ltrs for Pro and 4WD classes. I am assuming that if it has forced induction it has to comply with the current limits? It is not that clear but this is the basis of my calculations.

Adam.

Bruce Garland ran a D-Max Isuzu at Finke last week and went well.  There is a turbo diesel Datsun Patrol running it the WA state rounds. Not sure how well it goes.
Cost per kw output and slow revving is the biggest problem. Fuel economy is not an issue given the high cost of racing. Safety might be but - would Brads car have burnt to the ground if it was only a diesel fire ? I think we will see more diesel vehicles in the future but only tin tops and only enduro style events.

Bruces D Max aint slow revving & they had to back off the throttle sensor a bit so it wouldn't break loose?

if you think its expensive ot repair a petrol engine, a diesel will really frighten you

Don't know if anyone saw Le Mans over the weekend. Both the Peugeot & the Audi were diesels.

http://www.gizmag.com/go/7436/ 

It isnt 1.7 multiplier for diesel

General requirements for all vehicles (definitions)

2. GenerAl
Applicable to all competition (excluding records) unless specifically noted otherwise.
2.1 Rotary Combustion (Wankel-type) Engines:
The nominal engine capacity will be calculated by the following formula: 1.8 times the volume determined
by subtracting the minimum capacity of the working chamber/s from its/their maximum capacity unless
otherwise specified in Group technical regulations.
2.2 Supercharging: The nominal cylinder capacity for a supercharged engine shall be multiplied by a factor of:
for spark ignition engines = 1.7
for Diesel engines = 1.5
and the automobile will be classified in all respects corresponding to the effective capacity thus obtained.


OFF ROAD


SR 1.2 PRO BUGGY Buggies with engines between 1650cc and not exceeding 6000cc. ELIGIBILITY/DEFINITION A one- or two-seat, two-wheel drive automobile, as defined in GR 1. Engine capacity shall be over 1650cc and not exceeding 6000cc for petrol engines or 7200cc for diesel engines, inclusive of any turbo/supercharging, rotary and/or diesel correction factors.

GR 28 DIESEL ENGINES The effective engine capacity of a supercharged diesel engine will be calculated as the product of the swept volume multiplied by a factor of 1.36.

presumably that means supercharged 5.295lt but turbo only 4.800lt? or does the wording supercharged mean force induction thereofre turbos are allowed on 5.295lt?

13. Cylinder Capacity

(i) Nominal Cylinder Capacity

(a) Reciprocating engine (spark ignition and compression ignition): The volume generated in the cylinder/s
by the stroke of the piston/s. This volume is expressed in cubic centimetres and for all calculations relating
to cylinder capacity the value of the symbol shall be 3.1416.

(b) Rotary Combustion (Wankel-type patent) engine: 1.5 The nominal engine capacity will be calculated
by the following formula: 1.8 times the volume determined by subtracting the minimum capacity of
the working chamber/s from its/their maximum capacity unless otherwise specified in Group technical
regulations.

(ii) Supercharger: A mechanical device capable of producing positive (above atmospheric) pressure in the
induction system, ie, any device which effects a measurable increase in the BMEP.
An air duct which delivers air to the engine intake is not considered to be a supercharger.

(iii) Effective Cylinder Capacity (Spark Ignition Engine): Unless specifically noted otherwise, where the spark
ignition engine of an automobile includes a supercharger, the nominal cylinder capacity shall be multiplied
by a factor of 1.7 and the automobile shall be classified for all purposes by the effective cylinder capacity thus
obtained.

(iv) Effective Cylinder Capacity (Compression Ignition Engine): Unless specifically noted otherwise, where the
compression ignition engine of an automobile includes a supercharger, the nominal cylinder capacity shall
be multiplied by a factor of 1.5 and the automobile shall be classified for all purposes by the effective cylinder
capacity thus obtained.

Hi all,Thanks for letting me join your forum.
I run the Patrol mentioned in this thread I would not write off the Diesel powered Buggy idea,my car started off as a bit of a joke and has now manifested into a pretty fun race car.

Heres a couple of Diesel advantages.
Tiny Fuel Tank, I used about 37lts each way at Finke.
Same fuel as Tow Car
Tons of smooth torque
Can be a little safer with regard to fires,we had a major roll at a local race in which we could not get out of the car in a hurry,I clearly remember thinking thank #@% this is a Diesel.
Easy to maintain.
Bragging rights(your mates hate it when you beat them in a Diesel)

Most Diesel engines have heaps of untapped potential, My 440000km old pushrod snotter makes well over 200kw @ rear wheels and upward of 600nm torque with minor mods.imagine what you could get out of some of the Audi,VW or Izuzu engines.

I see some comments on gearbox reliability, keep in mind the Diesel will produce heaps of torque but it's smooth and progressive so the gearboxes should last.

Anyway I could not help but get involved thanks again for letting me put my 2 bobs worth in.

"Go The Sootchucker"