Builds Isuzu 4HE1TC into FJ62 (1 Viewer)

[astr]

The next photos shows the flex plate mounted to the spacer. I bent up some sheet metal to represent the FJ62 frame rail and it's included in the photo. The location and spacing are accurate relative to the engine if I maintain the same crankshaft centerline on the 4HE1 as exists on the 3FE. I'm also assuming that I will use the stock transmission mount in the stock location.

Some of you expressed concern about the safety of a front-mounted flex plate. After extensive consideration and consultation with many experts in the field, I addressed the problem with a can of genuine OSHA Safety Yellow

Also in the photo the stock water outlet has been removed as it will interfere with the new front-mounted starter. I'll have to fab a new one but don't see it as much of a problem. I'll address this issue once the 4HE1 is in the FJ62 as it will be easier to visualize the hose routing.

Next step is to make the actual starter mounting bracket. I've got the basic mount bent up. Now just need to some cutting and welding.

 

[SuperHatch]

Classic

 

[ozwallaby]

Frankensteins monster has nothing on this.... nooooooooooooooooo.

 

[MadTripper]

I hate to interrupt progress but due to some vehicle changes, I have some items that a few of you might be interested in. I know it isn't quite the place to drop a classified however I've been following this thread for a while and figured that anyone else following might be interested. If someone doesn't feel it's appropriate, let me know and I'll gladly delete it.

Good luck fellas!

Cummins 4BT & Diesel Conversions Forums

Tripper

 

[wpalm00]

How's the work coming? I have read every page and very interested so far.

 

[astr]

... I have read every page ...

Here is to a man with stamina (or insomnia!)

I've got the pieces made that will form the starter mount. One piece bolts to the block, the other provides the mounting for the starter. I just need to weld them together but I just realized that I need to make some sort of a jig to position and hold the two pieces while welding otherwise I could have problems with the starter gear not properly meshing with the ring gear.

You might also want to check out Fromage's thread https://forum.ih8mud.com/diesel-tec...shi-4d34-3at3b-diesel-swap-into-94-fzj80.html as he is doing a similar swap but based on a Mitsubishi diesel.

 

[wpalm00]

Here is to a man with stamina...

I usually hear that from the ladies, but from you, good sir, I'll take the compliment...

You might also want to check out Fromage's thread https://forum.ih8mud.com/diesel-tec...shi-4d34-3at3b-diesel-swap-into-94-fzj80.html as he is doing a similar swap but based on a Mitsubishi diesel.

Yes, I've read his too. I think he is doing a good job as well and he seems to know what he's doing.

Personally, I like the Isuzu. Aside from the starter issue, it sounds like the way to go for me. These trucks, in Isuzu or GM form, are everywhere in the Atlanta metro area. I'd say more than any other type (Fuso, Hino, etc...).

Personally, I'd like to keep the 4HE1 and AW450 together for obvious reasons but attach a part-time GM transfer case to the rear. I don't know how feasible that would be but it's my initial thought...

 

[astr]

...Personally, I'd like to keep the 4HE1 and AW450 together for obvious reasons but attach a part-time GM transfer case to the rear. I don't know how feasible that would be but it's my initial thought...

If you have the space, a divorced T-case would be the way to do that. It would certainly make life a whole lot simpler. I know that divorced T-case have dropped out of favor but for years it was the only option, especially on the bigger stuff.

Something else to consider: The newer NPR's (IIRC, 2007 and on) use an Aisin 6-speed automatic behind a 4HK1. It is the same transmission that the new bigger Dodges use and they are available with attached T-case on the Dodges. The back end of a 4HK1 is the same as a 4HE1 so the transmissions are interchangeable. Both the 4HE1 and 4HK1 share the same problematic starter location.

 

[wpalm00]

If you have the space, a divorced T-case would be the way to do that. It would certainly make life a whole lot simpler. I know that divorced T-case have dropped out of favor but for years it was the only option, especially on the bigger stuff.

I feel that not only would it make life easier, they are stronger in general as well. I haven't done any measurements but I would assume that an 80 with a lift would be able to fit a divorced t-case...


[/QUOTE] Something else to consider: The newer NPR's (IIRC, 2007 and on) use an Aisin 6-speed automatic behind a 4HK1. It is the same transmission that the new bigger Dodges use and they are available with attached T-case on the Dodges. The back end of a 4HK1 is the same as a 4HE1 so the transmissions are interchangeable. Both the 4HE1 and 4HK1 share the same problematic starter location.[/QUOTE]

Yeah, I was aware of the Aisin that Dodge uses in the Cummins. As nice as the 6-speed would be with the double OD and all, I think the electronics would be above my skill level. Also, according to 4btswaps, the A465 weighs about 400lbs dry without the torque converter versus the 220-ish dry without the torque converter that the AW450 does.

I feel like there has to be more room in the tunnel on the 80 series than the 60 series. I'm hoping that the starter problem wouldn't be as pronounced. I'm not above making a bulged entrance door in the floor to make it work. It might just come in handy.

 

[astr]

Since the 80 and the 62 use the same basic transmission, I don't see why Toyota would provide more room in the 80 tunnel. Maybe somebody else on MUD can provide an answer based on experience rather than speculation.

I should be at a point soon to pull the 3FE. I plan to leave the A440F in place but change the bell housing to the AW450 bell housing. Then it will be easy to see any starter/sheetmetal conflict. Before I tear the 3FE out, I still want to take the NPR with the hybrid tranny out for a spin to verify it really works. The last time I attempted it, there was still snow on the ground and the NPR just couldn't get traction. Now I've got the starter out of the NPR to make up the starter mount at the front of the engine. Once that is finished, the starter goes back into the NPR, the hybrid tranny gets tested, and then out comes the 3FE. At least that's the plan.

 

[seahunterica]

Let's reverse the process for a moment. If I wanted to convert my NPR with a 4HE1-TC engine and a AW450-43LE transmission; I need to replace the output shaft with that of the A442F and add a pre 1996 split transfer case? Or leave the trany alone and add a Dodge transfer case.

 

[astr]

Let's reverse the process for a moment. If I wanted to convert my NPR with a 4HE1-TC engine and a AW450-43LE transmission; I need to replace the output shaft with that of the A442F and add a pre 1996 split transfer case? Or leave the trany alone and add a Dodge transfer case.

I'm assuming you want to make your NPR a 4x4. If so, determine what axle you are going to use up front as all the Toyota T-case put the front drive shaft on the passenger side whereas the Dodge T-cases (I may be wrong on this) are left side (driver's side in the US).

There are two suitable Land Cruiser T-cases: The full-time T-case that came behind the A442F automatic in the 80-series and the part-time T-case that came behind the A440F automatic in the FJ62 Land Cruisers and maybe the early 80-series. To hang one of these T-cases on the back of the AW450-43LE you will need the T-case plus the associated T-case adapter (bolts between the transmission and T-case) and the output shaft from the respective transmission. You will have to get matching T-case, adapter, and output shaft as they are different between the A440F and the A442F.

I'm not aware of any Dodge T-cases that can be adapted to the AW450. You could go with a divorced T-case if you have the room.

The only other possibility, and it is pure speculation at this point, is you could use an Aisin A465 automatic that is available on 2007+ NPR's. This is a 6-speed automatic that is also available on the newer, larger Dodge trucks under the AS68RC designation. These are available from Dodge with a T-case so, in theory at least, you could use the Dodge T-case on an A465 which should bolt to the 4HE1.

 

[lowenbrau]

Since the 80 and the 62 use the same basic transmission, I don't see why Toyota would provide more room in the 80 tunnel. Maybe somebody else on MUD can provide an answer based on experience rather than speculation.

.

Just speculation but I'm not sure the 60 was designed for an auto trans. I don't think any market got an A440 til 1985. The first five years all had manuals.

 

[wpalm00]

Just speculation but I'm not sure the 60 was designed for an auto trans. I don't think any market got an A440 til 1985. The first five years all had manuals.

Interesting...

 

[astr]

Just speculation but I'm not sure the 60 was designed for an auto trans. I don't think any market got an A440 til 1985. The first five years all had manuals.

I've never had any hands-on experience with a 60, only the 62s so I can only speculate.

 

[Fromage]

I feel like the floor in an 80 series flares out wider earlier than the 60 series (never seen a 62), but the bellhousing sure fits tight up against the floor at the top and down the sides, and looking at the bellhousing that the 4HK uses, it may be even worse. If course, as the engine is shorter, you can move it forward for clearance, but then you run into diff clearance issues. The solution on the Proffitts Cruisers swaps and other 4BT swaps is to use a 4 inch lift and locate the engine well forward. On mine I opted to run the trans in the stock location which puts the engine located fairly rearward in the engine bay. Everything clears nicely, but the exhaust manifold is close to the firewall, and I had to machine a significant amount of metal from extra mounting bosses on the backside of the bellhousing (not structural, just there to support parts of the Fuso that have been relocated) that were interfering with the floor. The 80 series bellhousing is already tight up against the floor, and I think the Fuso bellhousing is actually larger, but it's slightly longer so it's less of an issue (mounting flange sticks out further). Also, with the spacer I added between the tailhousing and the main trans case, I will gain roughly 1/2 inch of additional clearance, which should really help.

 

[Fromage]

Let's reverse the process for a moment. If I wanted to convert my NPR with a 4HE1-TC engine and a AW450-43LE transmission; I need to replace the output shaft with that of the A442F and add a pre 1996 split transfer case? Or leave the trany alone and add a Dodge transfer case.

Both ways would work for you - A divorce mounted NP205 (or look into a Land-Rover LT230) would work well, or a Land-Cruiser transfer case from an 80 series (H1A, H2AV) is probably the strongest. Keep in mind that you will need to have a few pieces machined - Check out my thread for some details on the A442F/450-43LE compatibility.

That said I am thinking of building a 4wd Fuso if I can find another one cheap. Perfect plow truck!

 

[turbbo29]

have you looked into taking the stock starter and adding a drive line of sorts mabe a stering shaft so that the starter could be monted were it would fit along the trany ???

 

[slcfj62]

You probably already covered this in one of your posts, but since the A440F bolts right up to the Isuzu bell housing, and since obviously the A440F is already fitted to the FJ62, what was the compelling reason to go with the AW450 rather than the A440F?

And a second question: Do you know if the bell housing on the 4BD1T is the same as 4HE1TC? In other words, would the A440F bolt onto the bell housing for the 4BD1T as well?

Very cool thread.

 

[astr]

You probably already covered this in one of your posts, but since the A440F bolts right up to the Isuzu bell housing, and since obviously the A440F is already fitted to the FJ62, what was the compelling reason to go with the AW450 rather than the A440F?.

Clearly the A440F worked with the Isuzu but I had six reasons to go with the AW450:

1) I had essentially a brand new AW450 so I preferred to use it rather than the A440F with more than 100K miles on it.

2) The AW450 that I have came with a PTO that I would like to use.

3) I felt that the AW450 would work better with the Isuzu diesel as it was designed with shift points to match the torque curve of the diesel.

4) The AW450 is an electronically-controlled transmission which I prefer and will lock up the torque converter in 2nd, 3rd, and OD as it comes from the factory. Because it is electronically-controlled, it is easy to add torque converter lockup in 1st gear also.

5) Because it is electronically-controlled, I don't have to deal with the touchy TV cable like on the A440F.

6) And finally, it is heavier duty than both the A440F and A442F (See Fromage's thread).

And a second question: Do you know if the bell housing on the 4BD1T is the same as 4HE1TC? In other words, would the A440F bolt onto the bell housing for the 4BD1T as well?

Very cool thread.

They are totally different and not interchangeable. For some reason that I don't understand, when Isuzu designed the 4H series, they placed the gear train that drives the IP, cam, oil pump, and power steering pump at the back of the engine rather than at the front as in the 4BD series and most other engines. This resulted in a totally different back end and also results in the problem of the starter location.