c.h.i.e.f 's 110 Isuzu county

You'd need a sals up front, or at least some serious diff strengthening due to the extra weight. 555kg or something!

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Originally Posted by isuzurover

Seriously, I think it would fit with a relocated air cleaner and some tunnel mods.

According to the measurements I did you can fit a 4BD1 into a series landie without moving the grille forward (by moving the engine back).

There is enough room to move the engine back at least 1 cylinder's distance.

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The sheetmetal in a landy body is more easily modified than pretty much any other vehicle on the planet. In my rangie I've got heater boxes and stuff like that in the way. You guys haven't. Chop away.

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Originally Posted by isuzurover

Seriously, I think it would fit with a relocated air cleaner and some tunnel mods.

According to the measurements I did you can fit a 4BD1 into a series landie without moving the grille forward (by moving the engine back).

There is enough room to move the engine back at least 1 cylinder's distance.

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Yeah I have no doubt it would fit although it would be a pain to lift in :angel: it would be a solution to this problem I suppose :D

Ok I have separated the lt85 and lt230 and looked into using a blitz truck transfer case (same design concept as the atlas but I think the low range from what info I can find is 1.8:1 which will be terrible :() so back to the lt230 for now...the overall length of my mxa box (bell housing mating surface to output flange face) is 675mm....the lt85+lt230 measures out to 800mm so there is no foreseeable way I can get the lt230 to be positioned in the original position unless the output shaft of the mxa fits inside the lt230... Looks like there will need to be new drive shafts made :(

c.h.e.i.f. from your posts re torsional vibration, I belief you are incorrectly assuming torsional vibration and resonance (natural frequency) are one and the same.

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

Ok I have separated the lt85 and lt230 and looked into using a blitz truck transfer case (same design concept as the atlas but I think the low range from what info I can find is 1.8:1 which will be terrible :() so back to the lt230 for now...the overall length of my mxa box (bell housing mating surface to output flange face) is 675mm....the lt85+lt230 measures out to 800mm so there is no foreseeable way I can get the lt230 to be positioned in the original position unless the output shaft of the mxa fits inside the lt230... Looks like there will need to be new drive shafts made :(

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I went down this path years ago and have told you at least once of the results.

Yes the LT230 input gear can be machined to fit the output shaft of the MXA gearbox. But that won't help, because the front output housing of the LT230 wont clear the side of the MXA6 gearbox.

I also tried the transfer case from an LT95 out of a rangie. They have a short front extension housing which would clear, but the problem as I recall is that the LT95 input gear was too far back and the MXA shaft didn't protrude enough.

I had an Atlas transfer case in my shed for another project so used it instead.

I considered a spud shaft and adaptor to move the LT230 back. At that time the 4BD1T and MXA6 were in my rangie and there was no room to move the transfer case back because of the crossmember that the seats and seat belts bolt to. And besides the 100" wheelbase would have made the rear drive shaft shorter than I would have liked. The restrictions in a 110 are not as bad, so I would look harder at this approach.

John, did you look at shaving the LT230 and MXA to create clearance or was the interference big enough to preclude this?

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Originally Posted by Bush65

c.h.e.i.f. from your posts re torsional vibration, I belief you are incorrectly assuming torsional vibration and resonance (natural frequency) are one and the same.

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Yes I do believe I was incorrect as it seemed I have been misunderstanding the pair partly due to reading aircraft related issues :angel:

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Originally Posted by Bush65

I went down this path years ago and have told you at least once of the results.

Yes the LT230 input gear can be machined to fit the output shaft of the MXA gearbox. But that won't help, because the front output housing of the LT230 wont clear the side of the MXA6 gearbox.

I also tried the transfer case from an LT95 out of a rangie. They have a short front extension housing which would clear, but the problem as I recall is that the LT95 input gear was too far back and the MXA shaft didn't protrude enough.

I had an Atlas transfer case in my shed for another project so used it instead.

I considered a spud shaft and adaptor to move the LT230 back. At that time the 4BD1T and MXA6 were in my rangie and there was no room to move the transfer case back because of the crossmember that the seats and seat belts bolt to. And besides the 100" wheelbase would have made the rear drive shaft shorter than I would have liked. The restrictions in a 110 are not as bad, so I would look harder at this approach.

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Thanks John...yes you have told me all the problems before its just that some people suggest it may have fitted so I gave it a try anyways...the way I am currently tinkering with is as per how you have described over previous years...as you mentioned about close coupling the lt230 that would be ideal however as you stated the rear extension on the mxa box protrudes to much not by much by the looks but just enough to cause problems...

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

Yes I do believe I was incorrect as it seemed I have been misunderstanding the pair partly due to reading aircraft related issues :angel:

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I used to work for DAF trucks and spent a reasonable amount of modeling the vibrations of a 4 cylinder diesel engine (i did my dissertation on this and continued to develop it when I worked for them full time).
The aim was to get the excitation frequencies (the rpm where most vibration was transfered to the chassis) outside of the standard rpm range.

It may be that 1600rpm is one of the natural frequencies for your engine and rubber mount combo.

To move this you can either change the mass of the engine (not really practical) or change the stiffness and damping properties of your rubber engine mounts.

I am sure i could dig out the simulation program i developed if you are interested.
You need to know mass of pistions, postion of pistons in relation to position of engine mounts etc. And you would need Matlab to run it...
Probaly easier just to use a softer mount to move the natural frequency down to a lower rpm (from memory i think that it the way it moves - lower 'k', lower Fn (Frequency, natural)). If you go too low there is a danger of introducing another excitation frequency at the top of your rpm range (2xFn).