VM London taxi???

Gypsy62 · **Posted:** Sat Jun 17, 2017 1:12 am

I recall folks saying the 2.8 VM was also used in London cabs.
However, ol wiki does not seem to concur. No VM 2.8's associated with the cabs.
I have an opportunity to purchase a non-op '78 fx4s london cab, an extremely COOL ride. I'm tempted because my past year's experience "correcting" my CRD leaves me reasonably well-prepared for the next skirmish.
Nothing I'm seeing shows the same 2.8.

Insights?

thx.

flash7210 · **Posted:** Sat Jun 17, 2017 7:41 am

https://en.m.wikipedia.org/wiki/TX4

"The only engine offered in the UK is a 2.5 litre VM Motori R 425 DOHC diesel engine (rated at a peak 75 kW or 101 hp at 4,000 rpm and 240 N·m or 180 lbf·ft of torque at 1,800 rpm) mated to a Chrysler 545RFE five-speed automatic transmission."

papaindigo · **Posted:** Sat Jun 17, 2017 9:11 am

Wikipedia is not always to most reliable source. For what it's worth per the London Taxi "factory" site the TX4 model originally came with the VM 2.5L engine and more recently, probably ca. 2015 or so, the engine was changed to a VM 2.8L engine and the model was redesignated TX4 Euro 6. I suspect that 2.8L engine is a later model than the one in our CRDs. Bottom line is it does not appear that the "CRD" 2.8L VM engine was fitted to those taxis.

WWDiesel · **Posted:** Sat Jun 17, 2017 10:19 am

Looks like all TX4's came with the VM 2.5 CRD engine?

Found this:

The TX4 is a purpose-built taxicab (hackney carriage) manufactured by The London Taxi Company (formerly LTI Vehicles)

The TX4 features a new front radiator grille, an updated interior design, updated front and rear bumpers, and a different rear vehicle registration number plate surround compared to the TXII. There are now internal headrests as a result of EU safety regulations. On the earlier models there were two headrests fitted to the central partition for the rear-facing tip-up seats, but on the later models these were removed as drivers complained and found them awkward for vision reasons.

The only engine offered in the UK is a 2.5 litre VM Motori R 425 DOHC diesel engine (rated at a peak 75 kW or 101 hp at 4,000 rpm and 240 N·m or 180 lbf·ft of torque at 1,800 rpm) mated to a Chrysler 545RFE five-speed automatic transmission. An Eaton FSO 2405 A five-speed manual transmission is also available.[2][4]

From a second source:
Interestingly, with all the major British car marques having been bought up by foreign manufacturers, LTI Vehicles is the largest British-owned passenger car manufacturer in the UK. Their new TX4 remains faithful to the original 1959 FX4 but upgrades with some significant modern touches. Power comes from a 2.5-liter DOHC common-rail turbodiesel sourced from VM Motori (an Italian engine manufacturer jointly-owned by Penske and DaimlerChrysler), fully compliant with Euro IV regulations and driving through either a Chrysler 5-speed auto box or an Eaton 5-speed manual. The TX4 also features anti-lock braking (a first for London cabs) and a more user-friendly interior with improved access, blending modern ergonomics with the classic design.

papaindigo · **Posted:** Sat Jun 17, 2017 10:28 am

Not the TX4 Euro 6 - see the manufacture's site at http://www.london-taxis.co.uk/new-vehicles/tx4_taxi/ . As previously noted though is probably a relatively recent development. Prior TX4s (Euro 5?) were the 2.5L VM engine.

geordi · **Posted:** Sat Jun 17, 2017 2:58 pm

From what I have seen (and bear in mind I have not gotten my hands directly on one to verify) the r425 and the R428 share 99% of the components outside the block, the cylinder head is supposed to be the same also, although the VM specialist in the UK says that at least one of the ports is not in the right place to mate up. I want to see this for myself however because the pictures that I have found, everything looks to be in exactly the same places, and the head gaskets are listed the same between the two. The only parts that seem to be different (and this makes total sense for the design) are the piston, sleeve, and rod. His business is taking apart these engines and selling the bits, so spares are readily available for anything we might need.

Universal truth: Manufacturers are cheap, and will only change the minimum so they can keep reusing the parts that they already manufacture.

I fully expect the 2.5l TX4 to have a visually identical engine to the CRD - and what is amazing is that the VM specialist sounded visibly surprised when I asked about valve failures on those or on anything in Europe. According to him, it just isn't happening there.

papaindigo · **Posted:** Sat Jun 17, 2017 3:34 pm

I tried to take a look when we were in London during the summer of 2012 but the bobbies get real bent out of shape if you ask a cabby to pause long enough in a pull out to pop the bonnet. Geordi may very well be right at least in the olden days when I was resurrecting a 1965 Mustang Fastback from a kudzu patch there were a lot of swappable engine parts between the 289/302/351 Windsor.

GordnadoCRD · **Posted:** Sat Jun 17, 2017 7:36 pm

Copied From VMMotori.com

R 428 DOHC
This is the first family of VM engines utilizing the Common Rail injection system. The base engine, developed in the mid '90s, turned out to be the longest-lasting VM product, maintaining the most advanced technology, over the years, up to the current Euro 5 version.
Several years back, the production volume target of 300,000 engine produced was achieved and this amount is still growing, thanks to the best in class technologies utilized in the original design.
Product reliability and durability, refined and guaranteed by the large volumes in the field, is one of the major quality of the series. Flexibility in both application and installation enables the use on different vehicles, from SUV to MPV, from Light Duty Truck to off-road vehicles, with different installation patterns and functional objectives: from excellent fuel economy to powerful performance, from low NVH to perfect drivability.
Major technical features are: 4 valves per cylinder, driven by double overhead camshaft arrangement, options of FGT and VGT turbocharger with intercooler, 1600 bar CR injection system, cooled EGR system and balance shaft.

A 2.5L version of the same engine completes the family. They share all components except pistons, liner and crankshaft.

So, the difference in stroke is accounted for by wrist-pin location in the piston, and the connecting rod is a shared part.

geordi · **Posted:** Sat Jun 17, 2017 8:52 pm

I would imagine that the liner is also thicker on the 2.5, and the piston smaller diameter overall to match.

So there we have it - VM specialist is wrong, and there should be 280,000 extra cylinder heads available to us as spares. :-)r

Sir Sam · **Posted:** Mon Jun 19, 2017 8:05 am

Sir Sam · **Posted:** Mon Jun 19, 2017 8:07 am

Somewhere I have an HD capture of this episode:

https://www.youtube.com/watch?v=iakY9tLix7Y

dh100m · **Posted:** Mon Jun 19, 2017 8:55 am

I have bought 2 used cylinder heads for the 2.5 engines and gaskets all worked fine on my 2.8 s the only real difference is the pistons liners, also because I have removed viscus heater. I used the timing belt water pump kit for chrylser 2.8 better cost as low as 150 + shipping
regards tony

VM London taxi???

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