Thread: Isuzu Defender 130 dual cab conversion

Originally Posted by Bush65

Chris (lokka) has a dual cab modified from a 110 SW body like you describe, except his wheel base has been extended further than the 127" of a 130, to allow a longer tray. There are a few pics on aulro.

I don't know if it started as a 110 or a 130, but remember that for the early 130's, Land Rover used a stretched 110 chassis.

thanks bush65! if only i knew how to search through our site. but google pulled up this,

http://www.aulro.com/afvb/projects-t...k-project.html

so it can be done. would be interesting to know if there's more room on the back seat of lokka's 135 than in a cc 130, but it doesn't seem so. the cc 130 and 110 rear doors are the same, aren't they? the chassis extension (is it 8 or 5 inches?) gives a balanced look to the rig. without it, adding a 25 to 30 cm slice of 110 behind the rear door might make it look funny, the front of the tray vertically almost in line with the front side of the rear wheel, if you see what i mean.

cheers,

pasi

found this also, just in case someone's interested in this body mod idea. looks pretty sharp imo!

http://www.aulro.com/afvb/1362991-post690.html

Originally Posted by Bush65

Pasi, I might add; the post 1988 4BD1T are smoother, quieter, and more fuel efficient. Just something to keep in mind if you test drive an Isuzu landie.

would this apply to the perenties' non turbo engines as well? no wrecked ones for sale on grays' at this time though...

what would be the easiest, most reliable, useful turbo addition to the 4BD1?

cheers,

pasi

The information I have for the 4BD1 used in Land Rovers (unlike 4BD1T) is not crystal clear in that regard.

After 1988, the 4BD1T engines supplied to JRA and British Aerospace are practically the same as used in Isuzu trucks and had several changes from earlier 4BD1T's that improved reliability (piston strength and oil cooling), and combustion efficiency (significant improvement to performance and economy, plus smoother and quieter).

Edit; sorry nearly forgot your turbo question.
The easiest option for an exhaust manifold is to buy one from Isuzu. Unfortunately these have a T3 flange, and requires an adapter for most suitable turbos.

For a turbo there are many choices:

From Garrett consider models GT2256 (smallest/quicker spooling) to GT2860 with smallest available inducer (largest/slower spooling) with a suitable (small) A/R turbine housing.

From Borg Warner, model EFR6258

But the best choice for overall performance and price appears to be from Mitsubishi Heavy Industries, model TD04HL-19T

Originally Posted by pasi

found this also, just in case someone's interested in this body mod idea. looks pretty sharp imo!

http://www.aulro.com/afvb/1362991-post690.html

Yep,that is Simons' smart looking truck,he was around making a lot of noise for a while,but haven't heard from him for quite some time.

Nice work.

Originally Posted by taylorslandy

because it is a factory 1984 isuzu single cab that has now been converted to a dual cab using factory land rover parts, they tell me that a letter proving that I have used factory engineered parts and that the dual cab is a factory option will be all they need. It's only because everything was bolt up, no modifying or welding was needed, bit of a unique situation. Will see how I go, not stressed either way. Looking up red book it appears that back in 1984 there was a dual cab isuzu land rover sold, but not as a 130.

That was pretty much the same as when I converted my IIA from a hardtop to a ute (in QLD). The engineer (blue plater) said - there isn't a code for that as it is a bolt on/off conversion.

I went to QT and told them what the blue plater had said, they had to make a few calls to head office... after about 45 mins of waiting a guy came out to inspect and said "bnice ute" and that was that.

I don't think the modulariity of land rovers was accounted for when the regs were written

Originally Posted by Bush65

The information I have for the 4BD1 used in Land Rovers (unlike 4BD1T) is not crystal clear in that regard.

After 1988, the 4BD1T engines supplied to JRA and British Aerospace are practically the same as used in Isuzu trucks and had several changes from earlier 4BD1T's that improved reliability (piston strength and oil cooling), and combustion efficiency (significant improvement to performance and economy, plus smoother and quieter).

Edit; sorry nearly forgot your turbo question.
The easiest option for an exhaust manifold is to buy one from Isuzu. Unfortunately these have a T3 flange, and requires an adapter for most suitable turbos.

For a turbo there are many choices:

From Garrett consider models GT2256 (smallest/quicker spooling) to GT2860 with smallest available inducer (largest/slower spooling) with a suitable (small) A/R turbine housing.

From Borg Warner, model EFR6258

But the best choice for overall performance and price appears to be from Mitsubishi Heavy Industries, model TD04HL-19T

thanks for the great info bush65! need to get a crash course on turbos. i don't know how to compare prices when on one site the TD04HL-19T costs 300$ and the next wants 3000$. obviously they're selling different parts?

if there are any military forum readers around, could you elaborate on the finesse of a post 1988 4BD1 vs an earlier one. are the civilian and perentie engines the same? i've never had a chance to drive a pre 1988 one, so couldn't compare.

cheers,

pasi

well, now i'm confused. does anybody know since when 4BD1Ts have been made in china? can they be real engines or rather like rolex wrist watches that last about a week? new engines starting at 1000$?

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