Thread: Isuzu 4bd1T in an Italian Defender 110

Originally Posted by the_grubb

I took a quick look at a 6 speed found behind the 6BD1 a few weeks ago and it had a 7 on it (plus two other letters and can't remember what they were) It was actaully a little shorter than the MSA5G (from memory about 15mm, but it was a rough measure). It bulged out the LT230 front output side, but from rough measurements may just clear. The 6BD1 flywheel housing/bellhousings are a larger diameter than the MSA5G/4BD1. Haven't looked at where the starter motor is on these flywheel housings - as it may push the starter motor into the chassis being a larger diameter. It was a seriuosly heavy box. The top seemsed very wide where all the gear linkages go, so not sure how it would go fitting under the transmission tunnel. Haven't got into looking further into it yet as I am currently in Asia for a bit.

It seems most of the newer Isuzu boxes have starter motors faceing to the rear causeing firewall issues.

I only looked at this as a bloke wanted to put a 6BB1 and 6 speed into a series 1 (you don't want to know what he was running before the 6 speed.....) My personal opinion is that a 5 speed with a wide spread and strength of the MSA's behind a 4BD1 is more than adequate. If you turbo it correctly you will have a wide usable torque curve, with wide usable gear ratios, that will hold gears with ease.

I couldn't close couple an LT230 to my MXA gearbox because the front extension housing wouldn't clear the side of the gearbox case. The MXA has larger gear centres compared to MSA.

I also looked at close coupling an LT95 transfer case because they have a short front extension, but rejected it because the spline in the input gear was too far back - I was planing to machine the splines to suit my gearbox.

Originally Posted by marcecooter

However it seems that Iveco is made for heavier truck than 4bd1t, as 8040.25 revs to 2600/2700 rpm only and it develops max torque at 1600-1700 rpm only...
I guess that 9.00R16 or 35" tyres would be needed to reach standard highway speed...

The 4BD1T is used in 12 tonne GVM trucks and max power at 3000 rpm.

They will readily rev over 3500, but for peace most wouldn't run continuously at those rpm. With a valve spring upgrade they can go to 5000 rpm.

Originally Posted by Bush65

I don't know if the IP for the 4BD1 has smaller elements than the 4BD1T's - because no one with a 4BD1 has posted there pump numbers. My IP has 9.5mm elements, while Dougal has stated his IP with boost compensator has 10mm elements.

I am sure someone posted this on here - 8.5 mm I recall... I will try and dig it out.

Thanks for the info Grubb I also noticed that the box was quite chunky and short I wonder if it would be worth trying to mate it to the isuzu or would it be a waste of time
Bush65 thanks for the info I will keep this in mind I will find out what size plungers mine has and let everyone know...im pretty sure it has 9.5mm but ill try and find out for sure.
Are you going to be changing your governor settings and uping the max rpm at all ?

isuzu rover: Max torque that low is fine. There are people who have made the 4bd1t rev higher by balancing the motor and tuning correctly.

However if it came out in the 60s then it will be indirect injection (unless updated in the 80's or 90's). IDI engines are significantly less efficient than DI engines like the 4BD1T - plus they are harder to start in cold weather.

Yes I agree with you, I'm not sure iveco's engine is indirect injection, it could be modified during the years from Indirect to direct injectionl.....FIAT/IVECO are so "smart" that they often put on the market "new" engines made 20-25 years before which are simply modified/adapted to new rules...
For example the put on the market a 1.9 td direct injection in 1990, and they stopped production in 1992.
From 1998 to 2002 they produced this engine again, everything was the same apart for the vnt turbocharger....

last minute update:

When iveco was 8040 I mean 4 cilinders 4000 c.c. was indirect injection with inline pump, wen it received the turbocharger and the name became 8040.25 it was fitted with a direct injection with bosh VE pump..

last second update

I swapped the compressor side impeller for a bigger one (different design) with another compressor housing stile and torque improved a lot...
I'm sure if I'd be able to find a way to have a more responsive engine while depressing the accelerator pedal, I'd think less about an engine swap...

Why 13BT are so good and ready when you push the accelerator ?? In line pump ??

Mumbe mumble

Originally Posted by justinc

I have an Isuzu County AND a beard, and sometimes I make horrid comments in the FREELANDER section... Just for larfs

Fair suck of the sav, Freelanders really ARE an abhorrence...

AND the R380 is a toy gearbox. :O Big boys use an LT 95, (short throw shifter of course!)

See, lots of smilies as I am not serious at all....


JC

Totally agree JC and if and when it does die I would probably go the Isuzu box path. When we first put the R380 behind the Isuzu we had a bet it would last about 18mnths. That was in 2003 and if anything 5th gear has now stopped whining

JL

Originally Posted by c.h.i.e.f

...

Bush65 thanks for the info I will keep this in mind I will find out what size plungers mine has and let everyone know...im pretty sure it has 9.5mm but ill try and find out for sure.
Are you going to be changing your governor settings and uping the max rpm at all ?

Governor has been calibrated for approx 175 cc/1000 strokes, then max load screw backed off a bit. Pump speed increased to 2200 rpm (or 4400 engine rpm).

Edit: stock fuel rate for max load (121 HP) is 70 cc/1000 stroke