Thread: Isuzu position vs 300Tdi

I don't have any drawings, but I can take measurements and photos if you like of a factory 4bd1 that was an LT85. What will help? Where do you want the measurements from?

Hi Rick, I don't have the 110 county with Isuzu any more so can't give you exacty figures but you are quite right in that the air filter housing was horizontally positioned across the engine bay behind the engine. I would think the gap would have had to have been at least 150mm or possibly more like 200mm. Getting pretty soggy down here now, no likelihood of bush fires this week. How is it up your way? Cheers, Ross.

Pretty sure I have 4BD1 dimensional drawing here, so if it isn't too much trouble, say the back of the head to the firewall ?

I know the height of the heads will be different and therefore the distance not exactly comparable due to the tilt of the driveline axis, but it'll give me an idea.

[edit] I have 4BG1T drawing, and it's pretty light on dimensions. oh well.

Nice and wet up here Ross, it's just been good, steady rain so far, but the wind is picking up a bit ATM too.

Hopefully get the river running again soon too.

[edit] You're the man to ask Ross.

TD5 or 4BD1 ?

Which way would you jump after having both ?

Hi Rick, off road, the 4BDI was fabuluous. Absolutely perfect for the task. On road, the TD5 except for initial take off, after that it is nicer to drive. I had the LT95 four speed gearbox , so the Santana LT85 five speed may have made the on road performance of the Isuzu better. Since most of my driving time is on road, I am happy with the TD5. Cheers, Ross.

Rick, without really knowing, they haven't kept it in the same spot as that used for every other engine in there have they? I just seem to think that they dont often seem to move the gearboxs in them when they fit different engines - the only exception I can think of to this is the Series Rovers. I thought that everything with an LT230 ran the same front propshaft and likewise when I changed my Series from an LT95 to a ZF/LT230 it ran the same propshafts and everything bolted into the same mounts. Just makes me wonder if likewise they have retained the same gearbox positions within the Defender chassis for those engines also.

Simon, the engine positions have changed all over the shop, they just seem to change the bellhousing length so that the g/box and t/case are roughly in the same position.

The 200Tdi was right back hard against the firewall, the 300Tdi is well forward, maybe 200mm or so.

Serg has acquired an R380 short bellhousing and input shaft from Ashcrofts as he's going to slip the 2.8 right back one day just for better weight distribution.

I was just wondering where the 4BD1 ended up in the scheme of things and if it was further back than the 300Tdi it might slightly mitigate the extra 140kg over the front axle. (the weight is the one thing that puts me off an Isuzu)

My Tdi is still going like a train even with the fuel turned right up and the abuse I dish out, but there's always that niggle in the back of my mind it's a bit soft.

While there's more to get out of it re a VNT and better I/C and maybe a little head work, it just seems like attempting to make the proverbial silk purse out of a sows ear when there are two better/stronger options available.

and having the time to do the VNT/IC/Head etc with it being your work truck would be hard...

I know the Isuzu will outlast the next world war, and can make some gooood power. IMO the weight and torque pulse are not so good.

Seems that the TD5 is giving a good run for its money and would seem the smarter choice for turbo/IC/head work + chip and still not be silly reliability wise. You could atleast build this up while still running the Tdi and have it sorted for a swap.

hmmm Ashcroft T82 6 speed conversion......

IMO I would not spend any money on the Tdi other than that which will keep it on the road...yes that probablyt means your new rad, but Im sure when you do the swap you can sell some of the parts...