Thread: 4BD1(T) into 130

Which gearbox? The LT95 4-speed and transfer case or would you retain the R380 5-speed and LT230 transfer case?

If the latter, you'd need a bell housing off the 4BD1/LT95 and have it modified for the R380. KLR do get them modified - I think on an exchange basis but I can't be sure.

After reading posts here and on 4BT swaps,(Dougal and others) I'd like to have an MSA 5G behind the engine.
Don.

Ron, re your suggestion of using the R380 behind the Isuzu engine, I've had to rebuild/replace the gearbox twice since I had the Defender without doing anything more than drive roads and farmland, so I have no confidence it would last behind the Isuzu. I read here that others find it fine, but I want a robust solution.
I recently heard there's someone around Maitland and also a bloke on the Sunshine coast in Qld. Kor? any other details?
Don.

COR conversions either no longer exists, or at least he no longer makes the MSA conversion kits.
IIRC he’s now concentrating on an auto conversion.
I’m not sure if anyone else is doing MSA kits.

if you want the MSA box in light that Sheldon is no longer making (or at least promoting) his MSA to LT230 conversion, it might be easier to divorce the transfer with a stubby shaft using the Rakeway adaptor. The 130 will offer more room than the 110. If you want a truck box, would you consider a Cummins engine. My pick would be the rear gear ISBe3.9 with a SAE#3 FWH, or the 4bt if you want mechanical injection. You can get SAE#3 bell housings for the NV4500 and TR4050 and adaptors to the LT230. The ZF S5-42 from the DAF truck is SAE#3 bell housing. It is a favourite with the 6bt Defender boys. Reece Myers sells a kit to close mount the LT230. all 3 are top shifter and you avoid the clunky shifter assembly Sheldon sold. Just seems that there are more box options with the Cummins than the isuzu. Also consider the isuzu 4JJ1. same problems with the box shifter and LT230 adaptor but would be a nice touring engine.

I'm doing an Isuzu 4JH1 (with mechanical pump conversion) plus MYY5T box with divorced setup to a LT230. Using a Rakeway input shaft. Mines in a series Forward Control so I have lots of freedom with engine and drivetrain layout. It would work well in a 130".

Thanks MLD and cjc_td5. Since discovering the 300TDI can't handle a rise plus a load plus a hot day all at once, I've been looking at options. I thought an OM606 would be nice with a TR4050 behind it and the Lt230 attached via an adapter, but those engines are scarce here and I don't have a contact anywhere to get me one from OS. That brought me to the 4BD1(Preferably T) that is well respected, available and there are people far cleverer than me who can cobble it all together for me. I'm no expert here, but I'm thinking the MSA5G (recommended for good ratios) with divorced transfer case. There should be enough space for that in a 130. I have a preference for a fully mechanical engine that is repairable/serviceable by any competent mechanic anywhere in this country. There might be 'better' engines about, but I think from recommendation here and elsewhere, the 4BD1T will be adequate for my needs.
Don.

Originally Posted by Don 130

Thanks MLD and cjc_td5. Since discovering the 300TDI can't handle a rise plus a load plus a hot day all at once, I've been looking at options. I thought an OM606 would be nice with a TR4050 behind it and the Lt230 attached via an adapter, but those engines are scarce here and I don't have a contact anywhere to get me one from OS. That brought me to the 4BD1(Preferably T) that is well respected, available and there are people far cleverer than me who can cobble it all together for me. I'm no expert here, but I'm thinking the MSA5G (recommended for good ratios) with divorced transfer case. There should be enough space for that in a 130. I have a preference for a fully mechanical engine that is repairable/serviceable by any competent mechanic anywhere in this country. There might be 'better' engines about, but I think from recommendation here and elsewhere, the 4BD1T will be adequate for my needs.
Don.

I'm not keen on any engine that does not have local support. That eliminates the OM606. They were not sold in Australia. Even finding parts for the OM605 that was sold here will be difficult (assuming there is compatibility).

I don't subscribe to the mechanical engine is better than ECU engine thing. Much easier for a mechanic to plug in a cable and read codes than to diagnose by process of elimination on a mechanical injection engine. And not all mechanics are trained in mechanical injection, which has the potential that the mechanic is muddling his way around your engine than having a clear idea what to look for. Considering that mechanical diesel injection was obsolete in most cars in the late 90's and only persisted into the 00's in some trucks. That's my opinion and worth no more than a pinch of salt.

With the MSA you will still need to sort out a suitable shifter mechanism to suit the box. Sheldon did a shifter and Noel (Ancient Mariner) cobbled something for his back in the day. Not many have mastered it. A mate has Sheldon's shifter and says it is unique and takes some getting used to. A divorced set up also takes some thinking about the hand brake cable (not much spare length in the factory cable to move the transfer back 200mm/300mm) and the transfer shifter in a divorced set up. not insurmountable but a little thing to add to the list.

I wish you all the best. it will make a great tourer if the project comes off.