Page 2 of 3 FirstFirst 123 LastLast
Results 11 to 20 of 21

Thread: Isuzu position vs 300Tdi

  1. 28th January 2013, 04:13 PM #11
    LowRanger's Avatar
    LowRanger
    LowRanger is offline ChatterBox Subscriber
    Join Date
    Nov 2009
    Location
    Western Sydney
    Posts
    2,182
    Total Downloaded
    0
    Quote Originally Posted by rick130 View Post
    And I want to build up another t/case soon, this one is starting to whine and you can bet your bottom dollar the centre diff thrust washers are stuffed but you need a 1:1.003 input gear for the Isuzu and the Tdi sure as hell won't pull that in the interim.

    Did DA ever get around to doing a T82 conversion ?
    Hahahahaha I just fitted a reco transfer and it howls like a banshee
    Wayne
    ​VK2VRC
    "LandRover" What the Japanese aspire to be
    Taking the road less travelled
    '01 130 dualcab HCPU locked and loaded
    LowRange 116.76:1
    Reply With Quote Reply With Quote
  2. 28th January 2013, 04:25 PM #12
    rick130's Avatar
    rick130
    rick130 is offline Moderator Gold Subscriber
    Join Date
    Jan 1970
    Location
    NSW far north coast
    Posts
    17,285
    Total Downloaded
    0
    But I didn't build your t/case

    and straight cut teeth don't count either
    Reply With Quote Reply With Quote
  3. 28th January 2013, 04:44 PM #13
    uninformed
    uninformed is offline ForumSage
    Join Date
    Jan 1970
    Location
    Gold Coast
    Posts
    5,101
    Total Downloaded
    0
    not sure on the T82, id guess on the back burner...id like to think that with the number of Td5 sales and the fact the R380 LR OEM 5th gear bearing no longer available that they do end up completing it
    Reply With Quote Reply With Quote
  4. 28th January 2013, 04:54 PM #14
    LowRanger's Avatar
    LowRanger
    LowRanger is offline ChatterBox Subscriber
    Join Date
    Nov 2009
    Location
    Western Sydney
    Posts
    2,182
    Total Downloaded
    0
    Quote Originally Posted by rick130 View Post
    But I didn't build your t/case

    and straight cut teeth don't count either
    No you didn't,but a certain workshop up your way did

    No straight cut gears either,just a modified housing to stop the leak at the intermediate shaft.The noise is only on acceleration,so I am guessing that it is the mesh between the crown wheel and pinion gear
    Wayne
    ​VK2VRC
    "LandRover" What the Japanese aspire to be
    Taking the road less travelled
    '01 130 dualcab HCPU locked and loaded
    LowRange 116.76:1
    Reply With Quote Reply With Quote
  5. 28th January 2013, 04:55 PM #15
    LowRanger's Avatar
    LowRanger
    LowRanger is offline ChatterBox Subscriber
    Join Date
    Nov 2009
    Location
    Western Sydney
    Posts
    2,182
    Total Downloaded
    0
    Quote Originally Posted by uninformed View Post
    not sure on the T82, id guess on the back burner...id like to think that with the number of Td5 sales and the fact the R380 LR OEM 5th gear bearing no longer available that they do end up completing it
    Yes I think it has gone quiet on this front,as there is no mention on the web site and no talk about it for a while.
    Wayne
    ​VK2VRC
    "LandRover" What the Japanese aspire to be
    Taking the road less travelled
    '01 130 dualcab HCPU locked and loaded
    LowRange 116.76:1
    Reply With Quote Reply With Quote
  6. 28th January 2013, 05:25 PM #16
    rick130's Avatar
    rick130
    rick130 is offline Moderator Gold Subscriber
    Join Date
    Jan 1970
    Location
    NSW far north coast
    Posts
    17,285
    Total Downloaded
    0
    It'd be a mesh issue but I'm guessing between the input/inter/hi-low range gears.
    No CWP in the t/case, just the four pinion gears for the diff.

    In all honesty its been a bloody long time since I've rebuilt anything with gears in it too, and noise didn't matter a jot when everything used straight cut teeth
    Reply With Quote Reply With Quote
  7. 28th January 2013, 06:09 PM #17
    LowRanger's Avatar
    LowRanger
    LowRanger is offline ChatterBox Subscriber
    Join Date
    Nov 2009
    Location
    Western Sydney
    Posts
    2,182
    Total Downloaded
    0
    With all the other noises in the vehicle I just put up with it,but I may run some Redline shockproof in it,to see if it quietens down.
    Wayne
    ​VK2VRC
    "LandRover" What the Japanese aspire to be
    Taking the road less travelled
    '01 130 dualcab HCPU locked and loaded
    LowRange 116.76:1
    Reply With Quote Reply With Quote
  8. 28th January 2013, 06:34 PM #18
    rick130's Avatar
    rick130
    rick130 is offline Moderator Gold Subscriber
    Join Date
    Jan 1970
    Location
    NSW far north coast
    Posts
    17,285
    Total Downloaded
    0
    Heavy Shockproof probably would.

    Much the same reason I run 80W-140 SAF-XA in mine, plus it leaks out more slowly
    Reply With Quote Reply With Quote
  9. 28th January 2013, 11:21 PM #19
    Mocky
    Mocky is offline Master
    Join Date
    May 2008
    Location
    Balingup WA
    Posts
    119
    Total Downloaded
    0
    Hi

    The distance from the rear or the rocker cover
    to the center of the firewall where the vin plate is located
    is 245 mm on my 85 Isuzu county


    Mocky
    Reply With Quote Reply With Quote
  10. 30th January 2013, 09:33 AM #20
    Bush65
    Bush65 is offline YarnMaster
    Join Date
    Jan 1970
    Location
    'The Creek' Captain Creek, QLD
    Posts
    3,724
    Total Downloaded
    0
    I have posted the following pics in the Isuzu forum before and the faxes (pdf format for 6x6) were posted there by another member. I have added them again here because I don't have time to search for the relevant threads.

    The pics are my 4BD1T in my 86 trayback (the original 4BD1 engine and gearbox was remove and transplanted into a rangie by the previous owner of the trayback). There are a few differences between my engine and original, as fitted by JRA. Most notable as far as these pics are concerned are:
    My 4BD1T has the Isuzu truck flywheel housing, gearbox and bellhousing, and viscous fan and the LH engine bracket for the engine mount (which is kicking the top of the engine over to RH side – needs to be modified).

    The tape measure is held against the bulkhead (below the compliance plate, where it steps back a little) for both pics and readings should be close enough to any other Land Rover with factory 4BD1 installation, allowing for a little parallax error and the viscous fan drive on my 4BD1T.




    AFAIK the gearbox position wasn't changed when JRA fitted the 4BD1 engine, however they changed the engine mounts from what was used with the V8 - they are considerably further forward. By a quick measurement the centre of the engine mount looks to be approximately 30 to 35 mm ahead of the spring perch or about 345 mm behind the chassis crossmember.

    I don't know (never had one to measure) how the length of the bellhousings for LT95 and LT85 compare from V8 to Isuzu installations (as you can see in one of the pics my Isuzu truck bellhousing is very short.

    Note in the faxes what Isuzu call the LH engine foot is wrong in the drawings for the JRA installation. Also in the parts list, there is a second LH engine foot (the correct one) in the list of loose parts. These faxes are for the later 4BD1T as fitted to army 6x6 and mostly apply also to the late 4BD1T as used in Isuzu trucks.
    Attached Files Attached Files
    Reply With Quote Reply With Quote
Page 2 of 3 FirstFirst 123 LastLast
« Welding precautions | 300 TDi Serp belt length - 1575mm or 1580mm? »

Bookmarks

Bookmarks

Posting Permissions

  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •  

Forum Rules

Search AULRO.com ONLY!
 Search All the Web!