Thread: 4BD2TC into Land Rover 101 FC

That sounds like a very interesting project you are doing. Any chance you could post up a few pics of the NV4500 mated to the Isuzu.
In answer to your question about the glow plug switch, you would have to make sure the switch you use is heavy enough to handle the current draw when you operate them.

Isn't someone over there making nv4500 adapters already? Am sure i have seen it on 4btswaps forum

Originally Posted by Vern

Isn't someone over there making nv4500 adapters already? Am sure i have seen it on 4btswaps forum

Was it Diesel Adaptors?

As always the project turned out to take a lot longer than anticipated.

Here are pictures. We got the vehicle into service last year and did a shakedown from Vancouver to the Yukon and back. Most things worked out well but the 109 drum brakes were very marginal and the vehicle a bit over geared.

Over last winter we changed the overdrive ratio from 1.21 to 1.41 and added 13" disc drakes - drilled and slotted from a GMC 2500 - So here are pictures of the rig and a description.

Motor ISUZU 4BD2TI fitted with a bell housing of my own design to
Transmission NV4500 from a Dodge Diesel pickup fitted with an adapter of my own design to
LT 230 transfer case. (We started with one from a Disco 2 but changed to a Defender.
Overdrive ROAMERDRIVE DS with cooling sump
Axles original 101 axles with 1.4 ratio change and Detroit locker in rear.
Clutch 12" HD clutch from a Dodge Cummins diesel. It is possible to mount this on the ISUZU flywheel by drilling eight new mounting holes.
Tires TOYO 33" diameter on original wheels. This is bit less than the original 600/16 but compensated for by the Differentials.
Camper. A standard Palomino model cut off at the waist. The original GS sides have been used with a 50mm square tube reinforcement on top. Cab is fabricated from 50mm tube.
Rocky Mountain Door Tops (No longer available)
Steering. A standard Saginaw steering box has been fitted from a GMC van. This can be done without any modification of the chassis. The steering column is tilted forward to give space to my knees. The drivers side bulkhead as been removed and the footwell extended to a vertical panel that keeps the seat tracks in the original position. At 6'6" I'm comfortable.
Suspension. We added an extra leaf to the front axle to compensate for the heavier motor. supplied by Rocky Mountain here in Vancouver.
Brakes. The original 109 six cylinder brakes were dangerous and have been replaced with 13" brakes from a GMC 1200 Silverado. We have these on all four wheels with a Wilwood valve to reduce pressure aft. This is not as simple as it sounds but stops on the proverbial dime........

The truck is very comfortable to ride - better than our old ISUZU powered 110. We have done quite a bit of soundproofing and can hold a good conversation at 100KPH and 2200 RPM.. The gear shift arrangement is superior to the original and in a more convenient position. Most highway driving is done in overdrive dropping out on long hills. The motor, transmission and overdrive are all equipped with electronic thermometers and all stay about 85 deg. c on hot summer days.

We rebuilt the 4BD2T using a Chinese Kit - surprisingly inexpensive. Also rebuilt the NV4500 with parts sourced on E Bay USA. Set up the new crownwheels and pinions without difficulty. We used the original Radiator (mounted tilted aft) which is a perfect fit and there is no modification of the engine cover other than the rear end is hinged.. The standard intercooler off the NPR truck is much to big so we found a smaller one also on E Bay. The exhaust is all 2 1/2" stainless with a flex coupling ahead of the resonator. Silencer is under the rear floor. We have provision to fit a jake brake but found it not needed with the discs.

We have an onboard compressor for tire inflation. This is also used to engage and disengage the transfer box controls by using small air cylinders. The overdrive is engaged and disengaged with a simple lever and a 33 series push pull cable.

The vehicle seems unstoppable off road but we needed a tie bar to prevent fore an aft motion of the drive train. We needed a solid rod system to actuate the emergency brake as there was too much stretch in a cable system.

Surprisingly this is the first Land Rover I have ever owned that does not leak a drop of oil..........

The adapter castings have created quite a bit of interest in North America where we sell them on E Bay. Mostly to people with American trucks but some have been fitted to Defenders. This might be a good retrofit into a Parentie but I understand the NV4500s are rare in Australia.

Tallergypsy
IMG_2094[1].jpgMONTYCAMP.jpg1616091303847[1].jpgbellhousing.jpgadapter housing.jpgIMG_1222.jpg

Great job - are you able to explain what you did with the brakes - you say brakes off a 2500 Silverado but what did you have to get made and how did it all bolt up.

Cheers

Garry

Originally Posted by 101RRS

Great job - are you able to explain what you did with the brakes - you say brakes off a 2500 Silverado but what did you have to get made and how did it all bolt up.

Cheers

Garry

We have quite a sophisticated machine shop here.

What we basically did is take all four hubs off the vehicle and machine the cast inner surface of each hub flat in an area between the heads of the wheel studs. Into this surface we drilled 12 equidistant holes thru the flange. Six 1" thick spacers per wheel, each with (2) 10mmthreaded holes are attached with bolts from the outside and the drums are attached to the spacers with bolts from the inside. The disc is located radially with a hole in the center matching a cylindrical on the hub close to the seal.

The GMC calipers are mounted to plates where the original backing plates mounted. To further resist the braking force the plates on the front axles are secured to a custom manufactured railko shaft with a much enlarged head.

As the heads of the disc supporting bolts push the wheels out by about 10mm an aluminum spacer 12mm thick is employed. Special wheel nuts are made that penetrate this spacer to ensure the full thread length of the wheel stud is used.

You also have to move the filler plugs in the front swivels to the other side. Fortunately there is a cast lug in place to do this.

The standard brake master cylinder works fine with this arrangement.

All this take many hours of work but I think the result is superior to current offerings out of the UK.

Ray