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I got a kit from Milners in the UK for my isuzu conversion, It had everything you needed to bolt the engine up to a lt95 (4 speed) From memory they supplied engine mounts that had to be welded onto the chassis. I am pretty sure they had a kit to suit the 5 speed as well. The isuzu 3.1t engine (Jackaroo, Ordinary car with good engines) are the same bolt pattern and size so that would be a bit more powerful option.
I have a soft dash LSE with chipped TD5, electronic auto, the whole 9 yards/goes VERY well, and yes, the cruise control DOES work!. Alloy bullbar/hidden winch'remote control, dual batteries, snorkel, driving lights+, custom roofrack, ext spare tyre carrier, DVD/ dual rear screens, discreet cargo barrier, sheepskin covers, diesel 95L +45L, 25L water tank, ++++++++++++++++. I have a few small jobs to fix, eg "manual" EAS back to automatic, memory seats need some work, etc.
It will be for sale in the new year, as I'm stepping up (?) to L322 diesel, which requires a few repairs/jobs for roadworthy/rego.
I've been down the Jap diesel track- Mitsubishi 3.3L turbo intercooles/R380 in a 1985- reasonable tow car, but transforms a nice Rangie into a TRUCK! These motors are twice the weight of the alloy V8 and when you fit correct/required springs, + that weight at front, it's not ideal.Very limited rev range, and manual NOT the way to go.
My next was a 1993 SE- fitted a 300TDi/auto, Bigger intercooler/more fuelling; went well- like a 4.0L V8 but laid it's own smoke screen when full power! Easy conversion.
Car remained "balanced"as the 300TDi not much heavier than V8.
Then the LSE TD5- LOTS work with electronics/electrical rewiring as NOTall Disco II; now on the road for 7 years, without electronic problems, since the day I first fired it up. Oh, the std ZF 4HP22 has since been replaced with a Jag 4HP24, for the "heavy duty"/higher torque handling- this 400+Nm.
So for those that think an Isuzu has more power than a "gutless"300TDi, I beg to differ.Quote:
Originally Posted by donrover0
Easier to get more reliable power from a 300TDi, with better rev range- mine used to run to 4800rpm-SWEETLY.Turbo was starting to work at 1400rpm. Isuzu's? Turbo in at 1800-2000 ( below that THEY gutless) 3500 rpm and they sound ready to jump out the engine bay.
AND (300TDi) easier to find "genuine"parts for a conversion!
That's a big call saying you can get more reliable power than an Isuzu. Which izuzu are you talking about?
Got any pics of the lse? And an asking price?:)
The 2.8l and 3.1l Isuzus- these the most suitable, better rev range and their weight not quite the TRUCK ones .
The 2.8 was unbreakable until trying to squeeze more power, then ?
The 3.1l never proved to be reliable even as it came from factory, worse still if bumping up the power. Lots blokes in UK tried these, to their disappointment.
The 4b and C series- lots done in UK- poor rev range, big weight; end up with something that feels like a Defender, but in RR body.
TD5 is pick of the bunch as seems power is (almost) unlimited! If not using an electronic auto box, you can easily and reliably get 200+ HP and 500Nm torque! Amazing for a 2.5L that the design is now 13 years old!
At least electronics simpler to use than current , higher power, higher priced diesels.
I DID think for a few moments to get another soft dash LSE and try a 2.7 V6 diesel, however the later electronics much more complicated.
My LSE? Photos attached. Under bonnet, looks almost same as a Disco 2- all öriginal" parts, sound shields, etc. Has blue-plate approval for the engine/gearbox transplant, the "airbag compatible" bullbar, the extra fuel tank. Now done around 150,000km on the TD5 I'd be hoping for around $16K
Yep, a "RR" trailer there, but will keep. RR discs, calipers, hubs, stub axles, wheels AND licenced for 2 tonne load!
Brilliant conversion. Would love to bring it home.
Interestingly, I looked at a very good original classic about 6 months ago, but the ride/handling/general comfort on bitumen was so far behind that of my then just aquired D2a, that I walked away very disappointed. To be fair it wasn't an LSE, but the point was made that suspensions have improved "just a wee bit" in the intervening years.
Have you not seen some of the threads about 4BD1? Massive amounts of torque from them, no electrics to get in the way and damn near bullet proof! If I had the cash I know what I'd be putting into an RRCQuote:
Originally Posted by donrover0
thats whats going in my LSE soft dash, not as smooth as a TD5, but more reliable. I did/do think of putting something else in it that is smoother and auto, but to far gone now. Duramax would be nice:)
Cést La vie!
You will have a nose heavy slugger. Max rpm 3500. 135-145Hp, 330Nm torque and thats with an intercooler- will lay a smoke screen standard and if trying for extra power-? nuff said.
Engine weight 320KG
TD5 /electronic auto- 150-160Hp, 400Nm .Max revs 4500rpm
TD5 manual ( or mechanical auto)-180Hp, 500Nm torque, max revs 4500rpm .
None to very little smoke.
engine weight 200kg and better economy.
Where do you get your info from? Thinking closer to 500+NM of torque and closer to 200hp with vnt, inter cooler, pump tweaks and boost, and minimal black smoke. Yeah Max rpm 3600, can change that but no need to, oodles of talk from lower rev range, economy doesn't alter greatly whether putting around town, towing, or in the bush, unlike the td5.
The weights no big deal, I've had and driven rangies/disco's with chev v8's, Holden v8's, chev v8 diesels, Isuzu 4bdits, 300tdi, rover v8's and never really thought it was that bad. Chev diesel was a tad weighty, but still quite drivable.:)