Thread: isuzu/lt95 into V8 county

Haven't heard of anyone changing the firewall. The transmission tunnel is only different between the gearbox types (LT95 - LT85), not engines, I THINK. Could easily be wrong on this.
Cheers
Danny

Do you realize how much work is involved in this conversion?

Just use the stage 1 floor panels and tunnel with the 110 firewall,it should all bolt up.You may get away with using the stage 1 fan shroud on the 110 radiator.Cut the engine mounts off the chassis and fab up some to suit the 4BD1.Not that big a job really.

Eric

Cant comment on the tunnel panels, but you definitely don't have to change the firewall.
I'm in the middle of a similar conversion, but mine had a 200tdi (was originally a V8) and had a 200tdi seat box and trans panels fitted which gave me a headache until I worked out what was going on.
I'm now using County LT95 panels which fit at the firewall end but have some work to do to get them to match up with the seat box.

I'm using a stage1 fan shroud on the 110 V8 radiator and it seems to fit up OK. I compared it to a 110 isuzu shroud and couldn't find any major difference. From memory it was just slightly shorter top to bottom. There's about 35mm gap all around the fan to the shroud so you've got a bit of leeway.
Unless you can find a used one, a 110 Isuzu shroud is over $300 new from LR, so there is a bit of incentive to make the Stage1 shroud work.

I got caught out with the power steering pump, as I bought a truck one from a wrecker, but it had the outlet on the side and I just couldn't get clearance to the steering box. If you get a pump with the outlet on the bottom or front you wont have any problems - just need to get some hoses made up to suit.

Steve

Not sure if this helps, When I do complete engine transmision conversions I make a crude jig from the donor vehicle so the mounts fit correctly. Much easier then doing it with the engine in place. The Isuzu has to be dot on to the clear the bonnet and diff etc. Remember the bump stop spacers too

Originally Posted by dobbo

Do you realize how much work is involved in this conversion?

No, and that is why I asked my question, wondering if it was MORE THAN Just CHANGING ENGINE MOUNTS TO DO THE CONVERSION. Know of a County near to us, so wondered about this, thanks, John.

Originally Posted by JohnF

No, and that is why I asked my question, wondering if it was MORE THAN Just CHANGING ENGINE MOUNTS TO DO THE CONVERSION. Know of a County near to us, so wondered about this, thanks, John.

You need to change the engine mounts on the chassis, and weld on the front bump stop spacers as well.

Assuming the county has an LT95 also, it will be a reasonably straight swap apart from that.

You will need to buy a PAS pump for your 4BD1 from a truck wreckers, and get new PAS lines made up (V8 ones are completely different).

Originally Posted by JohnF

No, and that is why I asked my question, wondering if it was MORE THAN Just CHANGING ENGINE MOUNTS TO DO THE CONVERSION. Know of a County near to us, so wondered about this, thanks, John.

Have you read Rijidij's V8 to Isuzu conversion thread? Well worth a read if you haven't.

From my perspective, its not a hard conversion as you know it all fits somehow - not like engineering something new.
Its all the little bits and the "I'd be crazy not do to do XX while its all apart" jobs that take the time.

Going from my conversion, the absolute minimum work if you had a good ex Stage1 Isuzu motor/LT95/ancilliaries going into a ex V8/LT95 110 would be: (apologies in advance if I've missed anything)
- engine mounts
- exhaust
- radiator fan shroud
- radiator hoses/plumbing
- alternator/regulator wiring
- shutdown actuator and wiring
- vacuum hose plumbing
- fuel plumbing
- heavier front springs and longer bump stops
- air filter/intake plumbing
- throttle cable
- power steering pump/hoses
- oil pressure and temp sensors
- either swap the Isuzu bellhousing onto the original LT95, or swap the V8 front output flange to the Stage1 box (Stage1 has larger flange than the V8 one)
- sort out some better ratio final gearing. Stage1 LT95 is 1.3xx ratio which is too low.

From there (or if you're converting from a non-LT95 110) the TODO list and $$$ just keep increasing.
Turbo, intercooler, gearbox type change, clutch replacement/upgrade, spin on filters, gearbox repairs, crankshaft oil seal replacement etc

Again - nothing thats really hard, but just adds up in terms of time/cost

Steve