Put an auto behind the 4bd1, there is a mob in the states that make an adapter for the 4bd1 to th700.
Do you reckon the 700 would survive?
Neale
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Put an auto behind the 4bd1, there is a mob in the states that make an adapter for the 4bd1 to th700.
Do you reckon the 700 would survive?
Neale
At least one guy on 4BTswaps.com is using it and it seems to work.Quote:
Originally Posted by Corgie Carrier
Mind you, the Isuzudieselswapper kit adds weight to your flywheel, something which I think may help any gearbox live behind the Isuzu.
My Isuzu 4BD1T flywheel is around half the weight of a cummins 4BT flywheel.
The reason why i kept my last T700 to LT95 conversion, but i would like to give the ZF ago to see if it works as it would be easier, and seen as this conversion has been done and proven (well in the uk it has) i thought why notQuote:
Originally Posted by Corgie Carrier
So what are ya gonna do with ya t700?
Is the lt95 transfer better than a lt230?
Neale
The Mazda SL (T3500) is an all Mazda engine.Quote:
Originally Posted by Dougal
The following are Perkins:
S2 (4.135), XA E2500 (4.154), XB E2700 (4.165), HA E3000 (4.182) YA E3800 (6.231) and ZB E4100 (6.247).
The SL-T3500T was found in the Mazda T3500 and the Ford Trader.
There are 3 versions of the T3500 being MK1, MK2 and WG-II. The WG-II can use either an inline or rotary pump.
MK1 will have silver rocker cover and 5 digit engine number, MK2 has black rocker cover and 6 digit engine number and runs up to 1992. From '92 on they are WG-II series which are generally imports.
With respect to the ZB, there is a Mazda spec E4100 and Ford trader spec T4100 and a ZB Kia motor spec.
I HATE THESE THINGS WITH A PASSION!!!!!
People never have the right info on them and you NEED the right info as the SL will have two oil pump drive locations, 3 different pistons, etc etc etc.
Biggest problem is with the sump rubber bungs. These tend to get pulled out and chucked away or damaged during a robowash, but do you think you can buy them???? NOOOOOOOOOOOOOOO.........
I have 3 of these on the go at the moment as complete engines and I can tell you i will be glad when they are out of my warehouse!!!!!!
:censored::soapbox::rocket::woot:
So sump rubber bungs and info, is that the only major problems?
No its not. Then you have to deal with imports that have a piston/injector combination that is no longer available or a combination that requires injector and pump change.
I had a customer with the first combo. Told him he can have a kit for a different model spec, but I am going to stamp the invoice with a big "NOT REFUNDABLE / NO WARRANTY" stamp on it.
Really i wouldnt bother with one unless you got cash to burn to try it. A 4BD1T is 3.9L as opposed to 3.5L and the 4BD1T is a far better engine.
So as you've said, getting bits is tricky, but what is wrong with the motor?
keep it:)Quote:
Originally Posted by Corgie Carrier
Well, they have only ever been installed into a truck and one would expect it to drive like a truck rather than a 4WD.Quote:
Originally Posted by Vern
The rev limit on it will be the restrictive thing and I would be careful running a turbo or intercooler on it unless you get a turbo spec engine. There are considerable differences with the piston crowns in the NA and turbo versions.
But on top of that, why bother????? If you want to do something "different" run a 6/71 blower on a V8 or twin turbo one. Better still, twin turbo a 6/71 blower.
Dont put a mazda engine in a Rangie... how fkn embarrassing!!!!! :o:D