Yeah, I can hardly believe I said it, either. FWIW, I did a lot of HARD looking at T5s when I was planning my transmission/xfer case swap.

The T5 was heavy in consideration for a long while, since it cam behind the 4ZE1 in some Rodeos, as well. Coming behind a diesel is a new twist for me, tho!

Early Troopers did use the PTO-style front output. I coined that terminology to speak more to appearance than function -- FWIW, the function may be similar but I just don't know.

The transfer case in the later MUA5 series *IS* integral to the casting, different than early troopers. In 4x4 MUA-series trannies, the tailhousing of the transmission is cast as one with the forward half of the transfer case.

Randii

I heard from a fellow I work with that across the road where I now live (only been in this house 6 months) sits a Chevette diesel beside the house. I've seen it there but had no way of knowing whether it's a diesel or ??? I'll bet he got his facts wrong. They were rather rare around here.
For anyone who doesn't know, they had a 1.8 Isuzu in them. Finding info on this engine is not easy either. If it is a diesel, I'll be interested in it no doubt. I have 3 acres here, and it's not likely road-worthy, so it would be a good project\chop-down beast for yard work. I'm guessing if the owner does want to part with it, it'll be cheap as most people have no use for stinky, slow, noisy diesels, unless they are farm tractors.
I'll let you know what it is when I find out. <img src="/forums/images/graemlins/cheers.gif" alt="" />

ZackeryMac--

I have an '84 P'UP with the n/a C223 diesel which I have turbocharged with good success. Yes, the C223 is modest in power at about 60 hp but is very reliable. The C223T is much better at about 80 hp, putting it close to a n/a gas engine of that displacement. It, apparently is less reliable as I have heard several accounts of these engines breaking rods. And, in fact, the turbo manifolds and the turbo I am using on my formerly n/a engine came from a C223T with one rod broken and thrown thru the block.

I installed my turbo at 110 k miles and now have 160 k miles
and have had no failures. I am, however, an easy driver most of the time. I am careful to limit revs to less than about 3200 and usually drive in the range of 1800 to 2500 rpm. I have changed my rear end gears from 3.73 to 3.42 (opposite of what you did) to be able to take advantage of the improved torque from the turbo engine w/o over revving it. The truck will easily do 80mph at about 3000 rpm. Hill pulling is good but requires shifting down for grades of about 4-5%. Average mileage in normal commute/ highway use is just under 40mpg. A road trip at 60 mph (very slow in US)
nets low 40's.

I recently added an intercooler made up from the core of a Saab 9000 and hand made manifolds. I also have a hand made exhaust brake on this which works well.

Problems: Keeping the EGT below 1200 degrees and the coolant temperature comfortably low. Turbocharging does not cause these problems but turning up the fuel to take advantage of the turbo does drive the operating temperatures up. I have found that running the engine hard at low speeds heats it more than does high speed operation.
This could weigh in for leaving the gears at 3.73, especially if you have more hills than freeways.

The C223 uses a 9mm injection pump and I ran this for a couple of years and it worked very well, even at the neccessary elevated fuel deliveries required for the turbo.

But, I could not leave well enough alone and recently built a 10mm pump for the truck (same as used on the C223T). This works fine but I cannot honestly say that is any better than the 9mm, either in power or mpg or smoothness.

If I can help you please email me at dieselpem@juno.com

Regards--

Paul Moyer

Paul
Thanks so much for the response. It is exactly what I was looking for...someone who did what I was thinking of doing. I too am an easy driver, and rarely go over 3200 rpm. I'm guessing that it primarily revs alone that over-stress the rods, and not so much combustion pressure. In other words, high revs (for these motors anyway) verses boost is the killer. I'm not looking for ultimate horsepower to be sure, just something to keep it from being embarrasingly slow on inclines, and it sounds like this will do just fine.
I guess this means I'll have to have another decal made for the back of the truck, except this time it'll say TURBO! <img src="/forums/images/graemlins/kewl.gif" alt="" />

Thanks again !!

I finally got a hold of the owner of the Chevette across the road from me and it is indeed a diesel. It turns out it broke it's flex plate a while back and he had it welded, but really wanted a replacement. He said a new one was $600 and wasn't paying that for it. I wondered if it was seized... he said not likely, as it is a diesel (?? whatever). The transmission is out of it right now and the motor is unhooked as he was going to take the two out together. I asked him when he did that, he says.... "ummmmm...it was about 3 years ago...". Oh brother. Does he want to sell it? NO. He might fix it some day, but if he does decide to, he'll get a hold of me. Yep. Right after it's seized and rusted down to the roof. <img src="/forums/images/graemlins/rolleyes.gif" alt="" /> Hey! This guy sounds familiar !
I'm told he has lots of various scrapped vehicles. I WOULD hate to ruin his collection.
Sorry. Didn't mean to rant. But I bet there was several guys that nodded in agreement. <img src="/forums/images/graemlins/lol.gif" alt="" />
Anyway, I have the turbo project to look forward to, when spring rolls around...

Paul,

I too have a Saab intercooler I am planning on using. Did you notice any appreciable power gains?

robt

I was wondering the same thing. Does it make significant gains on such a small engine to warrant all the work to install it?
Something else that may interest you guys: the vacuum pump I mentioned in earlier posts is an independant unit. It sits above the alternator, with its own pulley, mounting bracket, and NO oil lines, and no appearant way to lube it. Works great too. Just thought I'd throw that in because it allows you to run a cheap alternator, like Delco or something similar.

I guess this post is mostly for Zackery and robt , about he small dsl, bear with me i am trying to do this with the caps turned off,, the dsl in the chevette and the early imark was a 1.8 sohc eng rated at 50 hp and would redline at 5200 rpm, it was produced in 1.8-- 2.0--and 2.2 sizes but the larger ones never made to the land of the round eyes , very durable little eng , came with 4sp a 5 spd and a 3 spd asian warner automatic, and this eng was the grandaddy of the 2.3 and the 2.6 eng, side mt eng brackets are interchangable and so are the oil pans,even the oil pump is the same design as the gas versions and all of the dsl,s had piston oilers, and the bell housing is the same pattern as the 2.6 -2.3 eng even the starter is interchangable, uses 1 big long belt to drive from the crank to the water pump to the cam and to the fuel pmp with 1 idler and one locking tensioner ,it also came with a turbo in other countries , i have a turbo manifold for one of these engs that i special ordered many years ago, not thinking real straight at the time , and went to install it and that big ole brake booster was rite in the way , well in the other countries the booster is on the other side dummy de dum ,, so i still have both, one big caution on this eng it is a very tight interference eng , if the belt breaks, junps time ,guess what , at tdc on this eng the piston is just about 1mm from the ex vlv when it is closed at tdc vlvs are verticle and the piston comes up thru the hd gskt for the 22-1 comp ratio,, and for robt no the u.s. version of the pickup never used the borgwarner trans only the canadians got them as far as i tell, but it does open a new swap stituation if you could find the bellhousing to fit the b&w trans , by the way the 2.0 and the 2.2 version of the imark dsl was actually used in mid sized trucks in other countries and was about 70-80 hp, no info on turbo,s or not would not be surprized it was called a 4fb1, 4fc1 and a 4fd1 that would be a super eng to get your hands on, the 4fd1 2.2 liter with a turbo and it would fit any of the 4 cyl gas versions 1.8--2.0--2.3--2.6, would bolt right on ok robt start thinking some more

Robt--

No, I have not gained any power using the intercooler but I do have a small reduction in EGT which is what I wanted.

I have already set my maximum fuel delivery somewhat higher than the C223T and this tends to run both EGT and coolant temperature up more than I am comfortable with when I am on the throttle hard.

But, if you have a stock C223T and it does not have a cooling problem you could take advantage of the increased (and cooler)air charge available with an intercooler by turning your maximum fuel up a bit. This will give more hp. And maybe smoke if you go too far.

Building the intercooler was a big project. Cut the plastic manifolds from the Saab 9000 cooler and fabricated aluminum ones with tubes to fit thru the P'up front bulkhead.

Then I found that I needed to move the bumper forward 1/2 inch and the grill forward 3/4 inch. The truck looks just a tad wierd now but it all went together OK. Perhaps there is more space available in the Trooper.

If anyone would like some photos I can email them to you. I would post a couple but do not have a web host. Maybe someone can recommend a host?

Regards--

Paul

email at dieselpem@juno.com

ZackeryMac--

Well, I think that a little more power on a small engine is more useful than the same percentage on a big engine since the big engine likely already can do its job without slowing down or shifting. But likely not so with the small engine. Here a little more power may save you from having to shift down on a grade.

Adding the turbo to the C223 can add 20 plus percent depending on how much one turns the fuel up. This probably can be considered more than a little change and is definitely worth doing, I think.

But the intercooler is small potatoes compared to the turbo and may not be worth doing, unless you like moving grills and bumpers.

Regards--

Paul