Thread: Turbo Fitment to 4BD1 in 110 County 88 with OEM aircon

The Isuzu is better because of it's size (3.9L vs 2.5L) and it's strength. It's pretty much bulletproof.
However it's size and strength restricts the gearboxes you can put behind it.

Hey Gerald come for a drive one day and you can have a go of mine.


I was having a read of this army trial earlier
Perentie TD5 Conversion, TD5 Auto Conversion and 300tdi Wolf XD vs Isuzu powered GS -REMLR
the important bit being

The evaluation undertaken was only a rough one, not a formal one by any means. They went down around the Georges River National Park in NSW. The Perentie GS (ie Isuzu 4BD1 powered) was the slowest on road, but was the most capable in the rough due to it's torque at low revs. The only thing that let it down was the lack of power steering. The 300TDi Wolf lacked power while the TD5 Perenties had the power. However the TD5 Perenties were somewhat skittish at high revs off road. However as they were fitted with power steering they were easier to handle in the rough.

They also seem to last a very long time.

Originally Posted by isuzutoo-eh

Hey Gerald come for a drive one day and you can have a go of mine.


I was having a read of this trial earlier
Perentie TD5 Conversion, TD5 Auto Conversion and 300tdi Wolf XD vs Isuzu powered GS -REMLR
the important bit being


They also seem to last a very long time.

And that was the non turbo 4BD1 as well.

Originally Posted by Didge

what is it that makes you guys consider the isuzu to be a better engine than the 300tdi?

In addition to the above:

Timing:
The 4BD1 has timing gears which will last as long as the motor. The 300 has a rubber belt which took 3 fixes post release to get it realigned properly.

Cylinder head:
The 300 is prone to head gasket failure and/or the head going soft (especially if fuelling is tweaked). Heads and gaskets have never been an issue on 4BD1(T)s (as long as OEM gaskets are used).

Both run about the same boost pressure in stock form (4BD1T vs 300)

Bottom end:
300s have been known to have bottom end issues in some cases (see Rick130's posts). Again no such problems for the 4BD1.

Cooling:
The 300 needs an oil cooler in the radiator, the 4BD1 has an integral oil cooler on the side of the engine.

Filtration:
Truck 4BD1(T)s have a dual filter setup (full flow and bypass) - which can easily be swapped over to a 4BD1. 300's have a very small full flow filter only (Z89A).

Bores:
The 4BD1 runs liners, so if the bores ever wear out you simply remove and replace the liners. So in theory a 4BD1 could be rebuilt again and again - almost indefinitely. This also means you could rebuild one in a remote area without extensive machining facilities (boring/honing).

And, as for pistons - where is that pic of an isuzu piston next to a ford 351 piston?

Originally Posted by isuzurover

In addition to the above:
As for pistons - where is that pic of an isuzu piston next to a ford 351 piston?

http://www.aulro.com/afvb/1240076-post8.html
photo from Sparkie

Originally Posted by isuzutoo-eh

http://www.aulro.com/afvb/1240076-post8.html
photo from Sparkie

Thanks! - hmm yes - the strongest ford petrol engine piston vs a 4BD1...

Anyone have a pic of a 300 tdi piston and conrod for comparison?

Thanks guys. Mark, thanks for the offer and will take you up on it next time we're out together. I'm the one you were guiding when my CDL wouldn't lock in when we were heading up to Mt Walker back in September with Discoweb (George) and others, remember? Well, I haven't done any serious 4wdriving since done some tamer stuff though. Would welcome the chance to get dirty again when ever anyone's going bush out of Sydney preferably in the cooler months of Spring.
As for the piston sizes; sort of reminds me of a dad and his teenage son Now I have piston envy
BTW, no one has thus far mentioned how much quieter the 4BT1T is compared to others ???????? have they???????

Originally Posted by 110Landy86

Thanks guys for your response. I've had a talk to mates at Cairns Land rover specialists. They have a resident 85 county with a 4BD1 incl. turbo (aftermarket). It seams as though it would be near impossible to fit a turbo to the 4BD1 whilst retaining the original aircon unit. That is not to say that it is impossible, however I'm starting to lean toward ditching the oem aircon unit and replacing with an aftermarket unit. This would allow for a relatively easy turbo fitment.

Also, following discussions with some motor savy mates of mine, it seams as though the general consensus is that provisions for an oil cooler and/or water supply line should be considered to ensure longevity of the engine.

What is the general consensus on this?

Thanks in advance

You CAN keep the original aircon setup and fit a turbo as RAR 110 stated. I have had this setup for over 10 years now with no problems. It is a Garrett T3 watercooled and fitted on the RH side of the motor (drivers side). Mike Vine in Brisbane did the conversion which uses the standard exhaust manifold with a custom exhaust pipe that goes around the back of the motor under the aircleaner to the turbo which is mounted above the twin oil filter setup. The compressor outlet is immediately under the inlet manifold and there is absolutely no turbo lag. It performs very well contrary to what some will say and I feel confident in saying that it performs as well if not better than some setups with the turbo mounted on the exhaust manifold, even without an intercooler. It is wastegated and was set at 10psi but I have since bypassed the wastegate and running 20psi on boost with good egts. It is not a cheap conversion but I am very happy with it. There are photos posted but if you want I can email to you with specifications and dyno chart.