Sorry no pictures yet. It’s been raining three days straight here.
Hopefully it’ll stop tomorrow and some pictures can be taken.
I’ll answer what I can now other than the measurements and pictures.
The engine offset is about 1” drivers side of center as opposed to being 2 ½” originally.
I bought a lightly used Downey bell housing and clutch kit from a Mud member here. No thinking involved on the clutch or components. Stock LC slave and rod was used with its placement the same distance from the clutch fork as stock. I ground a flat sot on the IDS adapter, then drilled and tapped a hole there and one on the Isuzu bell housing to attach the Toyota slave.
I guess another option would be to use a longer rod and build a slave bracket. You might run out of room to mount it too far forward because of the oil filter.
The clutch worked great from the beginning.
Speaking of the Downey clutch, it would sure be nice to have a list of the replacement parts for future reference. Looks like you’ve done most of that. I’ll be interested in knowing what parts you use if you go that route.
I mounted a power steering pump in the area where the A/C compressor was. I first made the mistake of making brackets that positioned the pump to low, and making them before the engine was test fitted. The pump and the steering box interfered. I had to make new brackets positioning the pump higher up. I’ll get those measurements for you tomorrow.
You shouldn’t have any problem at all fitting an A/C compressor as long as it’s high enough. I have another 4BD2 engine on the floor of the garage that still has a compressor on it. I’ll try to guestimate for you if the stock Isuzu bracket compressor setup will work.
I didn’t do any flywheel lightening. Just bolted up a standard Chevy 168 tooth flywheel and went with it. It works fine. There’s no throttle lag and the engine revs up as quickly and freely as any other diesel.
I got an Isuzu pilot bearing from Fleetpride part# 203FF for the Isuzu crankshaft/front part of the adapter. There it’s really just for centering purposes.. For the adapter where the H55 input shaft goes in, a bronze bushing from MAF or AA was used.
I drilled and tapped the Isuzu flywheel myself on a drill press. The IDS mounting flange centers itself on the flywheel and is a perfect template. I found a drill bit the same OD as the IDS adapter cones holes. Ran that bit barely into the flywheel just enough to get a centering point. A point to start drilling the actual size hole you need to drill and tap.
It was easy.
I had a complete a complete 2 ½” exh system to the back bumper. It worked OK. Could have kept it w/o any problems. There was an issue where the EGT’s were getting over 1400 when the pedal was stomped to the floor going up a long mountain pass. By going with the 3” exhaust, max EGT’s are about 100 degrees cooler now. Not that big an issue here in Florida, but wanted it right before the Rocky Mountain trip.
Performance is about the same, but more boost could be added now I guess.
I wouldn’t sweat the exhaust size issue.
For myself the H55, 3:70, 33’s combo wouldn’t be satisfying for extended highway trips because I prefer to travel at 70 to 75MPH speeds. The H55’s OD just isn’t enough. Too bad there isn’t any higher gears available than 3:70’s. Even with 37” tires, the first thing I did was pull out the 4:11’s and 3:70’s went back in.
But an H55 sure beats a 4 speed!. You should be able to travel 65 MPH with normal RPM’s.
I forgot to mention I’m using a Mitsubishi TD05 turbo off a Fuso truck. I think it’s pretty close in size to the original turbo. I only used it because it’s what I had and the original one was frozen. It worked out nice because the exhaust exits down instead of being aimed back toward the firewall.
FYI, A LC fan will bolt right up to the Isuzu fan clutch.
Give me a couple of days and I’ll get back with you on the other stuff.
