Quote:
Originally Posted by Cruzerman
...Here are some of the questions. First of all, is this a good motor and will it fit? Any problem with exhaust (I heard it's on the opposite side of 2F). What are my transmission choices? Can this be mated to a 700R4 tranny? Also, how much electronics are on this motor?
I'm sure there are lots of things I haven't thought of that hopefully others will chime in with.
Thanks everyone,
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I'm not aware of anyone who has swapped a 4HE1 into a Landcruiser so all this is all only speculation.
The 4HE1 is a turbocharged, intercooled 4-cylinder engine of 4.75 liter displacement. The engine that is mated to the automatic is rated at 175 hp @ 2700 rpm and 347 ft-lb at 2000 rpm. For some unknown reason, the engine mated to the manual transmission is only rated at 142 hp @ 2800 rpm and 275 ft-lb @1300 rpm. To get a clear picture, one really needs to see the actual torque/hp curves.
As you pointed out, the exhaust is on the passenger (right) side of the engine which could conflict with the Landcruiser's T-case/front drive shaft. The starter is on the driver's side and mounts from the rear so it sits alongside the transmission. It could interfere with the firewall/floor boards. The US engines are all 12 volt so no conflict there.
The 4HE1 is an interesting motor. It is a 2-valve per cylinder, direct injected diesel. It uses a gear-driven (as opposed to belt-driven) overhead cam. Like the 4BD1/2 motors, it also has a gear-driven power steering pump. What I found strange about this engine is that the whole gear train that drives the cam/power steering pump/injector pump is located at the rear of the engine, not a the front as is usual. I don't know why the Isuzu engineers choose this arrangement.
The bottom end of this engine is very rugged. Rather than use indiuvidual bearing caps for the main crankshaft journals, the whole bottom end is one big casting, sort of like a ladder, which would make for a much stronger and stiffer bottom end.
The fuel injection is provided by an in-line bosch-type pump. It is primarily a mechanical system but there are some electronics that appear to serve to modify the injection but not totally control it. From what I can tell from reading the manual, the primary function of the electonics is to provide diagnostic codes, turn on the "check engine" light, control the glow plugs and the exhaust brake. The only effect that the electronics appears to have on the fuel injection is to limit the amount of fuel injected as the coolant temp increase to keep the engine from overheating and to advance the injection timing under certain circumstances. I'm not positive about these but I have the feeling that the engine would run fine without the electonics.
I'm personally very interested in the swap. As I said in my other post, I am trying to resolve the transmission/drivetrain problem first. If that works out, I'll see if I can get my hands on an 4HE1. They are considerably more expensive hat the 4BD1/2's and are harder to find. Also, overhaul costs are more than the 4BD1/2's.