Quote:
Originally Posted by crushers
so the engines in this thread are used but the idea is to offer a kit to install brand new engines, what kind of cost are we talking here? and the 4BD1T is availabe as a crate motor still, correct?
after re-reading the thread it seems the 4BD1T is 121 hp and the 4BD2T is 136 hp but cracks heads. according to your statements it seems the 4BD2T (There are also an alarming number of new 4BD2T heads on Ebay, if there's that much demand I'd be steering clear.) is a poor choice of engine due to this problem. (i have yet to see any cracked 1HZ,1HDT heads in Canada but then we have not had these engines here for more than 2 years (other than in the mines and after talking with Brian at ENS they have not seen any cracked heads there either)). in Oz the report back is the 1HZ is cracking heads AFTER installation of a turbo (which leads to a whole different list of questions there)
in actuall fuel milage reports coming back comparing the 3B(indirect injection) with the 13BT (direct injection) the 13BT is getting worse milage by on average 5 mpg. the 2H (indirect injection) compared to the 12HT (direct injection) the same results are being reported. the 1HZ and the HDT are reporting close to the same milage returns, high 20s to very low 30s. (you need to meet more poeple i guess)
it seems the direct injection returns worse fuel milage but much better power and this does not seem to jive with your findings about the direct injection being better on fuel.
i never heard of "smaller horses" can you explain how one rated hp can be smaller than another one rated hp?
i do agree a NA horse power engine compared to a turbo'd hp enigne of the same rating does seem slower. i.e. a 1HZ 135 hp compared to a 13BT 135 hp. the 13BT is MUCH faster. seat of the pants is night and day difference.
now, after re-reading the tread again it seems NO lift is needed for the 4BD1T which is a good considering most don't want a lift just to clear the oil pan but then it seems that in other posts it does need a lift...which is correct does this engine need a lift to clear or not?
why would Isuzu go from, according to you, a direct injected engine to a indirect injected engine in the second version (4BD2T)? the idirect is noisier, harder on fuel and less power but the 4BD2T is rated at more hp than the 1st generation 4BD, or am i missing something here?
once again i am not arguing but trying to get my head around the advantage of doing this swap over a tried and true and easier Toyota engine swap...
finally, have you actually completed one of these swaps or is most of the info you have posted book knowledge?
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I have no idea what your agenda is here. But your posts seem to verge on little other than "stirring".
If you have no interest in swapping a 4BD1T into your rig then why are you posting in this thread?
I do not intend to swap an Isuzu into a toyota, my whole point of being here is to help people who want to, I was asked to come and and contribute to this thread. My truck already has an Isuzu 4BD1T conversion. I literally know these engines inside out.
Your knowledge of indirect vs direct injection is poor.
Indirect injection is quieter but less efficient. It results in a quieter engine with less NOx emission through lower peak cylinder temps. It is these same lower peak cylinder temps which cause lower efficiency.
The 4BD2T produces more power because it is factory intercooled, the 4BD1T is not.
So yes, you are missing something.
No the 4BD1T is not available as a crate motor. There is a marine version still in production.
Typical fuel consumption for an 80 or 100 series cruiser is 12-14 litres per 100km. That's less than 8km/L or 22.4 english MPG. In US MPG that's worse still (small gallons).
Automotive HP and Industrial HP are different. In short there is no bullsh*t in industrial figures. Engines must produce rated output power when driving all accessories in the stated conditions. Automotive engines have no such requirement.