Are you the company located in Aurora? You guys handle the OM617's also, right? Thinking of an OM617 swap when my 3.4 dies in my Taco...
Cummins and Isuzu 80 series kits
- Thread starter 69rambler
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Where does the input speed sensor signal originate? Bear with me, I'm kinda dumb about auto trannies.
How much lift do you need to run a Isuzu engine?
This is a really tempting swap, need to do more research about the Isuzu diesel though. Cummins is too loud for the family. Can your shop provide installation and an engine? What kind of cost out the door are we looking at?
- Thread starter
- #45
We make adapters for all B series Cummins engines, Isuzu xBxxx engines, 3.3 Cummins and V2203 Kubota.
We do not support anything for mercedes IDI engines. Please do the math before you even consider one those things.
The shop location is in Beavercreek, OR. We are a CNC machine shop. We do not do contract installations.
- Thread starter
- #46
No lift required. Isuzus with the kickout sump need the kickout cut off.
- Thread starter
- #47
From the input shaft speed sensor on the transmission.
Ok, school me on the Merc's. They seem to rev out like nobody's business. This is one of the vids that got me thinking of the swap ------------------>http://www.youtube.com/watch?v=czV3fwZ73gc
I already *had* a 4BT for my 80 series, but that ship sailed. The 4BT is much too heavy for a Tacoma, IMO.
You are the same company I was thinking of. Your business address is listed in Aurora, OR. I watched your YouTube videos quite a while back when I was researching swaps.
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- Thread starter
- #49
We sell adapters for the 3.3 Cummins to the V6 Toyota 5 speed transmissions.
If you want high revving tire burning power put a small block in your Toyota. An LS motor will destroy the wildest Mercedes diesel for a small fraction of the cost.
If you want a real 30+ MPG Tacoma with more torque than the 3.4 the 3.3 is your huckleberry.
We make parts for swaps that make sense.
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I am very interested in this set up. I have a A440 that we took out of my brothers HJ60 (Diesel) its got a low stall 1600-1700 torque converter a Rodney extream Valve body and obviously the govener for a diesel.
My thought is I can get a A440F out of a FJ80 (to retain the AWD) and then swap the VB, torque converter (going to send it out for a rebuild) and govener into it. One nice thing with this is the ease of it (I have all the parts and not shift computers) the only down side I am worried about is the A440F handling a warmed up 4BD1T (200-250ish HP).
I would be swamping this into my 97 LX450 as far as I know this trans will bolt in, no computers to hook up to the A440F so that removes all that stuff. Anyone know if the A440F out of the FJ80 can take the electric speed sensor on the t case? Can I use my A343 t case on the A440?
I was just about the re-gear my truck to 4.88's but if I can sort this all out I same the re gear money and put it towards the cost of the adapter. I have 35's so with the 4.11 and the A440F .71 OD it should cruise nice at 60-65 (my limit).
Anyone see any issues with this train of thought?
Main reason for this swap for me is range and economy, at 10mpg I get now I find myself really limiting the trips I do because of range (some of the trips I am planing have 400 miles between fill up points and the cost. I also love the diesel power feel.
My thought is I can get a A440F out of a FJ80 (to retain the AWD) and then swap the VB, torque converter (going to send it out for a rebuild) and govener into it. One nice thing with this is the ease of it (I have all the parts and not shift computers) the only down side I am worried about is the A440F handling a warmed up 4BD1T (200-250ish HP).
I would be swamping this into my 97 LX450 as far as I know this trans will bolt in, no computers to hook up to the A440F so that removes all that stuff. Anyone know if the A440F out of the FJ80 can take the electric speed sensor on the t case? Can I use my A343 t case on the A440?
I was just about the re-gear my truck to 4.88's but if I can sort this all out I same the re gear money and put it towards the cost of the adapter. I have 35's so with the 4.11 and the A440F .71 OD it should cruise nice at 60-65 (my limit).
Anyone see any issues with this train of thought?
Main reason for this swap for me is range and economy, at 10mpg I get now I find myself really limiting the trips I do because of range (some of the trips I am planing have 400 miles between fill up points and the cost. I also love the diesel power feel.
- Thread starter
- #53
At this point there are no plans to support GM 6.2/6.5's.
Could you help me understand why these engines are appealing? I know some of them perform fine, but they certainly have their share of issues.
- Thread starter
- #54
I am very interested in this set up. I have a A440 that we took out of my brothers HJ60 (Diesel) its got a low stall 1600-1700 torque converter a Rodney extream Valve body and obviously the govener for a diesel.
My thought is I can get a A440F out of a FJ80 (to retain the AWD) and then swap the VB, torque converter (going to send it out for a rebuild) and govener into it. One nice thing with this is the ease of it (I have all the parts and not shift computers) the only down side I am worried about is the A440F handling a warmed up 4BD1T (200-250ish HP).
I would be swamping this into my 97 LX450 as far as I know this trans will bolt in, no computers to hook up to the A440F so that removes all that stuff. Anyone know if the A440F out of the FJ80 can take the electric speed sensor on the t case? Can I use my A343 t case on the A440?
I was just about the re-gear my truck to 4.88's but if I can sort this all out I same the re gear money and put it towards the cost of the adapter. I have 35's so with the 4.11 and the A440F .71 OD it should cruise nice at 60-65 (my limit).
Anyone see any issues with this train of thought?
Main reason for this swap for me is range and economy, at 10mpg I get now I find myself really limiting the trips I do because of range (some of the trips I am planing have 400 miles between fill up points and the cost. I also love the diesel power feel.
The A440 kit is designed for the gas A440 bellhousing and converter. I have never compared and HJ60 bellhousing or converter to 3FE A440 parts. If they aren't the same our kit won't fit.
You can use a bellhousing and converter from a gas A440 or A442 on your diesel A440 with our kits.
35's and 4.11 gears is ideal.
Yes I will be using the A440F out of a FJ80 (3fe bell housing), I will be using the diesel A440 Torque converter, Valve body and Governor from the A440 from the Diesel.
Knowing the A4XX Trans I would bet that the only difference from the 2H/12ht to the gasser 3fe one is the stall of the torque converter and governor.
The governor on the 2H A440 limited the max RPM I my experience to 3500RPM. The Extreme Valve body I think is a good idea to use since its got a bunch of tweaks to handle more power (more line pressure and lock up in 3rd) and flow more to improve cooling. I plan to send the torque converter out to get rebuilt and maybe tweaked to minimize heat build up.
All I have done to sort this out so far is laying in bed awake thinking it all over.
My truck loaded tips the scaled at 6700lbs so I want to do everything I can to keep the A440 alive.
I live in Mesa AZ due to emissions and state law I need a diesel engine from a 1/2 ton vehicle that was sold in the US of the same year or newer 6.5 is about my only option. Also from 1997 and on they fixed the over heating problems with a high flow water pump and duel thermostats witch was one of the bigger issues with reliability.
kdxman said:
Another thing to consider is some of us have really heavy 80's (7K and above). the 6.2 with a Banks kit I've herd is pretty impressive. It can also be found for less money then some other options... While I dream of a Duramax & Allison swap its jut not in the budget...
I've run those Isuzu's in several small cab over dumps and they seem to move weight, but I wasn't sure how much of that was gears vs. motor...
My work truck from 1989 to 1996 was a 4BD1T powered Isooznoo NPR. I towed a Case 1845 Skidsteer loader that weighed 6200 lbs on a 2500 lb trailer with a whole bunch of tools and implements in the truck. The total GVW was mostly north of 13,000 lbs and sometimes a lot more. I never got less than 15-16 mpg, and the damn thing wouldn't quit pulling. At the same time we got a 95 chevy with a 6.5. the Isuzu towed the loader way better, hands down. I'm sure some of that was gear as the Isuzu was rev limited at 68 mph in 5th, but I would still say the Isuzu is the better towing setup stock. Turn up the boost and it would be a monster in an 80. I want one badly.
Just saw this thread and I'm stoked! Great news for the 80 scene.
Do you know if cummins or isuzu disels swaps have any issues with emissions? I'm also in the Portland, Or area.
Is a lift required for the cummins engines? I noticed someone asked about the isuzu engine.
How does the all wheel drive fare for the 94-95 kits with the a442? Is it still retained?
Do you know if cummins or isuzu disels swaps have any issues with emissions? I'm also in the Portland, Or area.
Is a lift required for the cummins engines? I noticed someone asked about the isuzu engine.
How does the all wheel drive fare for the 94-95 kits with the a442? Is it still retained?
- Thread starter
- #60
To comply with your state's requirements I can understand your reasons to look at the 6.2/6.5 GM. I may consider assembling an adapter for those that wish to use these engines. They wouldn't be my first choice, or my 5th, but I make a living making things from metal, not selling opinions.
I can't make any blanket statements regarding emissions legality of a diesel installation into a previously gas vehicle. There are often ways to get your vehicle registered as diesel fueled or permanently emissions testing exempt. Examples include using a change of registration information form from your DMV, using a state or federally sponsored propane or natural gas fuel conversion program, applying for an assembled vehicle title.
I can't make any blanket statements regarding emissions legality of a diesel installation into a previously gas vehicle. There are often ways to get your vehicle registered as diesel fueled or permanently emissions testing exempt. Examples include using a change of registration information form from your DMV, using a state or federally sponsored propane or natural gas fuel conversion program, applying for an assembled vehicle title.
