good stuff here guys as always 
Excited for that turbo to show up Bill!
Excited for that turbo to show up Bill!
isuzu 4BD1T swap?! (1 Viewer)
- Thread starter orangefj45
- Start date
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Dougal... can you remind me what Turbo you are running? And how much did you turn up the fuel? Did you advance the pump timing? I remember you saying something about 1500F EGT before turbo (maybe you posted in C, can't remember).
I'm running a garrett T25 with a 0.49 A/R turbine housing. I run EGT's up to 750C pre turbo.
I'm afraid I've lost all reference to what the fuel pump should have been set at. My fuel pump has the boost device (aneroid) on the back which was leaking for a long time. At the last shop rebuild (pushing 10 years ago now) they adjusted the fuel up to deliver the required amount when the aneroid was leaking.
So when I fixed the aneroid leak I got massive amounts of fuel. I've since turned the fuel screw down by around 2 turns and still back off the pedal to keep the EGT's under that 750C limit at altitude and on sustained hills.
I have my aneroid adjusted so there's no black smoke visible when driving it. This does put a damper on the low end response a little, but preventing pollution is worth it IMO.
ah... 750C is... 1350F. From what I understand, that's pretty darn hot. Not quite enough to do damage, unless it stays at that level for a long time.
and is that in a Rover? What transmission is behind it? Auto or stick?
I'm really interested to see/feel/drive the difference between a pumped up 4BD1T and a 1HDT or 1HZ(t). Too bad neither really exist around here.
and is that in a Rover? What transmission is behind it? Auto or stick?
I'm really interested to see/feel/drive the difference between a pumped up 4BD1T and a 1HDT or 1HZ(t). Too bad neither really exist around here.
Yes it's in a rangerover with the Isuzu truck gearbox behind it (5 speed). Slow shifting box but bullet proof.
There's a big difference in feel between these engines and the toyota 6's. These are thumpers, massive low end which tapers off to not much high end.
The toyotas are mostly the opposite, they'll happily spin up way past the Isuzu's rev limit but don't have the low rpm punch.
Yes 750 is as hot as you ever want to go, but I find that with that much power you don't end up using all of it for very long. The average hill is dispatched in under a couple of minutes. You'd need to be towing or living in the alps to need more in which case 600 or so is a sensible sustained load.
88_TLC... any update? Did you get that upgraded Turbo? Success? Or still powerless?
Sorry it took me so long guys I was formerly AJ60 but couldnt remeber my password and forgot my pasword to my old e-mail address(major brain fart). On top of that I have been knee deep in my conversion and just finished last week. I have a BeCool radiator with a SPAL 14" fan, 86' 4BD1T with 42K orig miles to a (I know you guys are going to hate this but I love it) TH400. It just wants to pull. I love this thing its a monster even dispite the lack of a OD which I have a plan for later on. If you guys are interested in some pics let me know. By the way the engine is sitting on a FJ60 with a 6" suspension lift 33" BFGs, and FOX Shocks all the way around, shackle reversel. I tried to hit the oil pan with the front pumpkin yesterday and couldnt its awesome.
What can I say 'I LOVE THIS THING'.
What can I say 'I LOVE THIS THING'.
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4bd1t turbo upgrade
the turbo upgrade on the 4bd1t is finished and took it up the 'tester hill' . it has much more power, more boost, and runs cooler because of getting more air.
the turbo I used was a T3 built by blaastperformance.com.
t3 t50 turbo
turbine .48a/r, 68 trim.
compressor .42 a/r, 42.5/60.1 50 trim
I had to replumb everything. new hoses and fittings for the coolant, new stainless line for the oil feed, and reused the metal hardline with a new fitting for the oil out, and welded in a new fitment. also had to reweld the cast exhaust-out onto the wastegate flange of the turbo. so all this took a fair bit of headscratching, and build.
And while I had the landcruiser offline, I decided to do a bunch of other needed work
birfield rebuild, new bearings, new calipers.
new brakelines
added a dieseltherm unit into the diesel inlet on the filter, sweet for antigelling and cold weather and helps be able to use biodiesel blends.
added a new fuse box for all power, removing a bunch of leads going straight to the battery.
but the turbo does great. I can hear it whining at idle, i can get 5-8 pounds of boost almost immediately, and wind it out, I get 15-18psi. egts now max out at about 1100, and this is now preturbo!
some images of the mod.
the turbo upgrade on the 4bd1t is finished and took it up the 'tester hill' . it has much more power, more boost, and runs cooler because of getting more air.
the turbo I used was a T3 built by blaastperformance.com.
t3 t50 turbo
turbine .48a/r, 68 trim.
compressor .42 a/r, 42.5/60.1 50 trim
I had to replumb everything. new hoses and fittings for the coolant, new stainless line for the oil feed, and reused the metal hardline with a new fitting for the oil out, and welded in a new fitment. also had to reweld the cast exhaust-out onto the wastegate flange of the turbo. so all this took a fair bit of headscratching, and build.
And while I had the landcruiser offline, I decided to do a bunch of other needed work
birfield rebuild, new bearings, new calipers.
new brakelines
added a dieseltherm unit into the diesel inlet on the filter, sweet for antigelling and cold weather and helps be able to use biodiesel blends.
added a new fuse box for all power, removing a bunch of leads going straight to the battery.
but the turbo does great. I can hear it whining at idle, i can get 5-8 pounds of boost almost immediately, and wind it out, I get 15-18psi. egts now max out at about 1100, and this is now preturbo!
some images of the mod.
Excellent news.
So just to get a benchmark for this turbo, how many rpm until it deliveres say 10psi boost and how much earlier is this than the original?
Do you know your boost and EGT figures at a 100km/h flat road cruise?
So just to get a benchmark for this turbo, how many rpm until it deliveres say 10psi boost and how much earlier is this than the original?
Do you know your boost and EGT figures at a 100km/h flat road cruise?
You're making us ask?
Hurry up with the pics.
I ll post them on sunday, ill be off island until then.
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i have not taken it yet on a road trip. need to get the exhaust pipe put back together, right now it is cut just infront of the muffler. Good metrics to define, i will comment back when I return to the shop, but that will be late OCT. Traveling in asia at the moment.
Cool, so that's the mid 80's version with the IHI turbo? What are the other details.
The conversion consist starting from the front,
1. Spal fan 14"
2. Be Cool radiator 26" x 18"
3. 86' 4BD1-T w/IHI turbo 2 1/2" exaust to a 40series muffler
4. IDS kit w/the steel adapter ring 5/8" thick.
5. 6 bolt TQ converter
6. TH400 with manual shift kit
7. AA to the split kit
8. high angle front shaft
9. rear shaft was shortened by 1 1/2"
10. Kept the original pwr steering resvr
11. used a 87' suzuki samuari throtle cable
12. used a ford explorer tranny cooler for the TH400
13. Autometer 2888 that doesent work bad mag PU
14. alot of metal work and time
The one major problem is I dont have an OD, Major problem.
The guys, at I wont say said they have experienced problems with customers doing this conversion using the T700R4. Something about the tranny not shifting correctly. Assured me that going with the TH400 was the way to go . So their I went topped out at about 53mph. Not very happy. It runs fine and pulls like a loco-motive but doesent have the legs.:whoops: I will probably go w/35" or 37" tires. Do you know of a company that sells taller gears than the ones I have in it 3.70.
1. Spal fan 14"
2. Be Cool radiator 26" x 18"
3. 86' 4BD1-T w/IHI turbo 2 1/2" exaust to a 40series muffler
4. IDS kit w/the steel adapter ring 5/8" thick.
5. 6 bolt TQ converter
6. TH400 with manual shift kit
7. AA to the split kit
8. high angle front shaft
9. rear shaft was shortened by 1 1/2"
10. Kept the original pwr steering resvr
11. used a 87' suzuki samuari throtle cable
12. used a ford explorer tranny cooler for the TH400
13. Autometer 2888 that doesent work bad mag PU
14. alot of metal work and time
The one major problem is I dont have an OD, Major problem.
The guys, at I wont say said they have experienced problems with customers doing this conversion using the T700R4. Something about the tranny not shifting correctly. Assured me that going with the TH400 was the way to go . So their I went topped out at about 53mph. Not very happy. It runs fine and pulls like a loco-motive but doesent have the legs.:whoops: I will probably go w/35" or 37" tires. Do you know of a company that sells taller gears than the ones I have in it 3.70.
I would say you got bad advice about the 700R4. It took me going to a second transmission shop to get mine set up right but it is a great transmission. They are adjustable in several ways to make them work great behind a diesel. My 6.2 runs at 2100 rpm at 70 mph with 285/75/16 (33") tires and 4.11 gearing. I wish I had your 3.70 gearing, that would probably put it closer to 1,800 rpm which is supposed to be the sweet spot for mileage with the 6.2.
Rusty
Rusty
Weight of engine
Anyone know a rough estimate of the engine weights of 4bd1t and a 3fe? I'm trying to figure what OME springs to put up front of my 80. I'm thinking 850's.
Anyone know a rough estimate of the engine weights of 4bd1t and a 3fe? I'm trying to figure what OME springs to put up front of my 80. I'm thinking 850's.
Roughly, the weight of a 4BD1T with A/C compressor, starter, alternator, wastegated turbo. Intake & exhaust manifolds, flywheel, PS pump, Injector pump and sump full of engine oil is 785 lbs. (See Post #440 in this thread). I haven't weighed the 3FE yet.
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isuzu diesel turbo fuel heater
While I was working on the turbo charger change I also did some much needed electrical. since the electrical is practically connected to everything, i got to go through the gages, fuel pump, fan, fog lights, and even set up a circuit breaker that split into 9 fuseable circuits.
One key item I added was the Diesel therm heater. ATG Diesel-Therm - Fuel Preheater for Diesel, Biodiesel, SVO/WVO The heater will be a nice added feature this winter, as we get likely 10 days of -20 def F weather, and months under o deg F.
This 12v heater comes from germany, is well designed, but expensive IMO. The control has a switch, and a glow plug style heater machined into a banjo bolt. this banjo bolt replaces the bolt in your fuel filter, for the incoming fuel. then fuel coming into the filter is heated, and gelling does not occur. good piece of mind when its cold and not plugged in. I will try it let everyone know, it is 8degs here already.
The last few winters in park city, I have been burning biodiesel in a Cummins dodge. I blend with diesel in the winter, and in DEC and JAN time of year I burn only diesel. even then I have had the diesel gel up and starve the IP.
While I was working on the turbo charger change I also did some much needed electrical. since the electrical is practically connected to everything, i got to go through the gages, fuel pump, fan, fog lights, and even set up a circuit breaker that split into 9 fuseable circuits.
One key item I added was the Diesel therm heater. ATG Diesel-Therm - Fuel Preheater for Diesel, Biodiesel, SVO/WVO The heater will be a nice added feature this winter, as we get likely 10 days of -20 def F weather, and months under o deg F.
This 12v heater comes from germany, is well designed, but expensive IMO. The control has a switch, and a glow plug style heater machined into a banjo bolt. this banjo bolt replaces the bolt in your fuel filter, for the incoming fuel. then fuel coming into the filter is heated, and gelling does not occur. good piece of mind when its cold and not plugged in. I will try it let everyone know, it is 8degs here already.
The last few winters in park city, I have been burning biodiesel in a Cummins dodge. I blend with diesel in the winter, and in DEC and JAN time of year I burn only diesel. even then I have had the diesel gel up and starve the IP.
Question on turbo placement so close to the brake reservoir. I'm worried that the heat coming off the turbo is going to cook the reservoir on mine. The way it's currently set up I'm about 2" max separation between the two. 4BD2-T in an FJ55.
The conversion consist starting from the front,
1. Spal fan 14"
2. Be Cool radiator 26" x 18"
3. 86' 4BD1-T w/IHI turbo 2 1/2" exaust to a 40series muffler
4. IDS kit w/the steel adapter ring 5/8" thick.
5. 6 bolt TQ converter
6. TH400 with manual shift kit
7. AA to the split kit
8. high angle front shaft
9. rear shaft was shortened by 1 1/2"
10. Kept the original pwr steering resvr
11. used a 87' suzuki samuari throtle cable
12. used a ford explorer tranny cooler for the TH400
13. Autometer 2888 that doesent work bad mag PU
14. alot of metal work and time
The one major problem is I dont have an OD, Major problem.
The guys, at I wont say said they have experienced problems with customers doing this conversion using the T700R4. Something about the tranny not shifting correctly. Assured me that going with the TH400 was the way to go . So their I went topped out at about 53mph. Not very happy. It runs fine and pulls like a loco-motive but doesent have the legs.:whoops: I will probably go w/35" or 37" tires. Do you know of a company that sells taller gears than the ones I have in it 3.70.
