Outer Limits 4x4 Board

Hello all -- I just joined the forum and had a look around, and it seems some of my questions might be answered by this crowd -- not much information available in the states on this sort of thing. Hopefully I'll not be asking awfully dumb questions...

The project is the installation of an Isuzu diesel engine into a 1988 Isuzu Trooper (with 2.6l 4cyl. gasoline engine and 5-speed manual gearbox) here in Minnesota, USA. I am not sure whether this truck was called the Trooper in Oz/NZ, though.. it's the 4-door 4WD wagon-style truck, tall and boxy. I can provide pictures if necessary.

At any rate, I've been able to source engine and transmission combinations for both the C223-T and 4JB1-T model engines here in the U.S. I am leaning strongly toward the 4JB1-T. The C223 was available here for 1 year, and is generally considered to be too small for the truck. I've heard that the 4JB1-T 2.8l diesel was available in Troopers in areas other than the U.S., and I'm hoping someone here can confirm this. If feasible, the 4JB1 is my choice for power and better fuel economy. I'll be perfoming a veggie oil conversion on the truck as well, with the ultimate goal of running on biodiesel or straight veggie oil.

What I'd like to know concerns the 4JB1-T engine/transmission combo (since the C223 was available here, it has already been successfully swapped into this vintage Trooper; I've not heard of anyone here in the U.S. who has performed a swap w/ the 4JB1). My supplier tells me that this engine/trans will come from an Isuzu MU (which I think is called the Rodeo in the U.S.) if that's any help.

Specifically:

1. Will the 4JB1 fit into the Trooper engine bay, preferably using factory mounts of some sort? Can I use the mounts from the 2.6l gasoline engine currently installed?

2. Will the transmission that comes with the 4JB1 bolt into the factory location? Is it the same as the gas transmission? If not, what are the differences?

3. Can I use my existing driveshafts? Or are they too short/long?

4. Do the diesel models have any sort of fuel pump aside from the injection pump? Any in-tank or inline electric assist pumps? Any idea on working PSI if they have one?

5. Is the radiator for the diesel different from the gas engine's radiator?

6. I assume the diesel is heavier than the gas engine... is the front suspension different on the diesel models to handle this?

7. Any other information that would be useful to someone performing the conversion? Wiring, fuel system, etc.?

If the logistics of using the 4JB1-T are too complex, I'll go with the C223-T. I would greatly appreciate any insight into this project, as I've got little to go on thus far. If no one here has any idea, where should I go for help?

Again, thanks in advance, and sorry for the long post.

-Adrian

In Australia we call the Trooper a Jackaroo. The MU a Frontera and the Pickup is a Rodeo. All sold by Holden.

Our 1988 Jackaroo came out with the 2.6L petrol and a 2.8L turbo diesel.

My 1997 Rodeo came with the same two engines. Plus a V6 3.2L in 1998. They all came with the same 5sp manual gearbox and transfer. Therefore I assume your gearbox will bolt up to the 4JB1-T you mention.

Not sure of the engine and gearbox ID numbers for the 1988 models. I'm sure someone here does though.

Thank you, that is quite useful. At least the thing will fit into the bay without hassles -- as for the mounts ??

I had read that the diesels had a different bellhousing than the gas engines, but maybe they're all the same?

Any and all insight greatly appreciated.

I just thought of another consideration: I am not sure whether this matters, but was the 4JB1-T ever available in a left-hand drive chassis? I am wondering whether it would interfere with my steering gear.

If someone could provide a rough measurement from the engine centerline to the rightmost edge (as facing the engine w/ the hood open -- the intake manifold side, I guess) and then perhaps a depth measurement for the intake manifold, that would help immensely if no LHD version was ever produced.

Thanks again.

HI acy....

4ZE1 came with MUA gearbox as all 4JB1T, so you won`t have fits problems.

My TFS cames with 2.3L engine and swapped by 4JB1T. I took out this engine from a UCS (MU, frontera), so the work was plug & play. Every part fitted good. I think you don`t have problems with your project. I`m not sure about the engine mounts, i will go to check my manuals.

At the time I`m using the stock 2.3L driveshafts, it runs OK, any problem with them, but I prefer to fit the 4JB1`s ones, they are a little bigger. (I`m still looking for them). I have to cut my first rear shaft `cause MSG tranny is smaller than MUA. So I think you`ll don`t have problems with your stock 2.6L shafts, because you just have MUA tranny. Also you have 10 bolts 4.56:1 diffs, th same as 4JB1 diesel Zu`s.

I put the 4JB1T radiator in my Pickup, but I want to change it for a 4 lines radiator (tropical).

4JB1T it weights 250 Kg. It`s heavier than 4ZD1 (150 Kg). The nose fell down a little with the diesel, so then I fitted a big bore shocks and crank the T-bar and now it`s every things OK. (I never cranked the T bars before this).
Suspenssions are almost the same between gas/petrol engines and diesel ones. The T-bars are a little stronger on diesel acordding to my service manual.

My TFS have all the wirings, sensors, tacho from diesel. Whatever I think in the gasoline meter you can put the glow plugs light for checking the warming up.

The exhaust pipe side and fuel lines are oppossed between both engines. Need to refit them. I put a 2.5" exhaust pipe.

I use the 2.3L stock Servo brake with the 4JB1T and no problem. I see lot of Aussies 2.8 TD utes and all of them have the same servo as 2.3L.

ammhh....don`t remember what else, I think that`s all...

ahh...where you gonna buy the engine ??

cheers
Dani

acy76 wrote:I just thought of another consideration: I am not sure whether this matters, but was the 4JB1-T ever available in a left-hand drive chassis? I am wondering whether it would interfere with my steering gear.Thanks again.

My engine cames in a RHD MU, and installed in my LHD Pup, didn`t have problems with the steering components. Every thing fits so good.

If you could let me know about the mounts, that would be great. Actually, I'd do a bunch of part number comparisions if I had access to parts/service manuals -- any ideas?

Good to hear about the bearbox and driveshafts. And I believe my Trooper actually has the 12-bolt rear diff (disc brake axle), if that makes any difference.

I hope I can also crank the torsion bars up if need be; failing that, I guess I'll try and get a pair from a diesel Trooper.

I was assuming that I'd need to swap the exhaust and fuel lines.

Very glad to hear it fits LHD vehicles!

I am thinking I'll do my own wiring modifications, as I don't have access to a donor truck -- I'm getting the engine/transmission from an importer in Florida.

I'll probably try and use a V8 Jeep radiator or something. Anything that is thick and will fit should work well.

If you learn more about the mounts, let me know. Also, do you know whether there is any type of assist fuel pump? Or is there only the injection pump?

Thanks much for the information.

Well, I should take possession of the engine within a week. It's being shipped up from Miami to Minnesota, for those interested in U.S. geography .

I've come to find out that the engine I will be getting has the top-mount intercooler included. Actually, to be specific, the importer told me it is 'complete with intercooler', so I am assuming it's the top-mount I've seen photos of. What I am wondering about is the hood scoop. Do these factory scoops bolt on (with a hole cut first, of course)? I am trying to decide whether it would be possible to obtain one and modify my hood to use it.

Thanks again for any insight.

One other thing regarding running biodiesel.
You will require the seals in the injector pump to be of the VITON type material.
The older butyl type seals dont like the isopropyl alcohol thats in it, they dont much like ultra low sulphur fuel either.

Not sure if the japanese MU's were setup for low sulphur fuel or not, if they were theyll have the viton type seals.
I raise this point as ultra low sulphur diesel fuel caused chaos here in Australia back in 2000/2001 with older vechicles injections pumps leaking like sieves as the seals died due to a then lack of lubricity in the fuel.