Hello all -- I believe I've read most of the archived posts on this forum without finding anything terribly conclusive on this topic, so I'm hoping someone will be able to shed some light on this for me before I take the plunge and order an engine.

I've acquired an 88 4cyl. 5-spd. Trooper with a blown engine and excellent body as a diesel conversion candidate. I've got leads on both the Isuzu engines mentioned in the title (C223-T and 4JB1-T) complete with transmissions, which to the best of my knowledge are diesel-specific.

It's pretty well established that the C223-T drivetrain will bolt into the later chassis. I'd have to rig a clutch release mechanism, but other than that it seems straightforward enough with regard to the engine/trans. bolting onto the frame in the factory locations. Correct me if I'm mistaken, please..

As to the 4JB1-T, I've read that this engine came stock in the 88-91 Troopers. I'm guessing (without any sort of evidence) that it used a hydraulic clutch release, fits into the engine bay and would bolt to the factory mount locations if this is true. I've not heard of anyone having completed this conversion, so no hard facts.

I am going to be swapping in one of these two engine/transmission combinations, and would prefer to go with the 4JB1-T if it's about the same level of difficulty as the C223-T swap. Can anyone confirm whether the mount locations are compatible with the 1988 chassis? Or the clutch release design? How about driveshaft length issues?

Any advice appreciated. Once the project begins, I plan on keeping a website journal of the progress, and would like to stay in touch with members of this forum as it unfolds.

Thanks.

ACY, May I ask abotu where you are located?
I am inBurke, VA just outside DC. When you do start this project I would be willing to assit (if you so desire)
THanks.
Eric

I appreciate the offer, but I'm in the Twin Cities (St. Paul, MN to be exact) -- rather a long drive for you, I'm afraid. Of course, you would be welcome to stop by if you happened to be in the area.

I plan on maintaining a web page detailing the project once it's underway, so hopefully interested parties can follow online.

I'm sure I'll also have lots of questions, so I hope this thread will remain active. It'll be a community project.

2.8 L 4jb1-t trooper was never imported into the U.S. for the Trooper.

the 2.2 C223T was available in 1986 in the Trooper. The c223 was common in the pup long before that.

The 2.8 is vastly superior to the 2.2. HP and torque. and stronger rods. a C223T weakness.

The 88 and 86 drive trains will not bolt right in. the 1986 trans cross member on the C223T was further forward on the frame. The 4jb1-t transmission would require Jerry LeMonds verification if it used the new rearward mounted transmission crossmember. (bet it does)

AirTrooper

Thanks for the response. If I read your reply correctly, the C223-T transmission crossmember was mounted in a different location (farther forward) than the crossmember for the gas engine, but you think the 4JB1 would share the 88+ gas crossmember which is farther back?

Not to jump out in front of Rob, but that makes sense to me. The '86 and earlier Troopers had a crossmember further forward than their later brethren, it's one of the quirks that makes them less friendly to larger tires since it intrudes in the front wheel well. As the C223 engines were put in those earlier Troopers, and the 4JB1 was developed for the later series, with the different crossmember, it would be more likely to match up with your '88 set-up. Naturally, either could be put in the truck, but it may make a difference in whether you had to fabricate/relocate a crossmember.

(BTW, good to see you around Rob)

James

That is good news. I'd rather not move the crossmember if I can help it.

I was informed on an australian forum that someone in Chile has swapped this engine into a 2.6l-equipped Isuzu pickup (or was it a Rodeo?) without any frame modifications.

I have currently sourced an 86 Trooper parts truck and am attempting to purchase all the diesel-specific parts that may help me in my conversion efforts. Thus far, the list includes the wiring harness, glow plug circuitry, dash gauges and switches, fuel filler neck, fuel filter assy., air filter assy.
Any further suggestions welcome.

thanks James.

I wish I had one of those 2.8 diesels. Definitely a superior diesel engine with great rep.

Probably don't need 86 trooper parts... If you are going to build a 2.8 4jb1-t in a 1988 trooper. The C223T is just not worth building. 80 hp and 127 lbft of torque. very anemic. I'd wait and get one they do show up from time to time.

Where are you getting the 2.8?

other considerations:

for fuel-water separator/ filter, get a dual spin on filter setup from Jerry Lemond. They are from the NPR and are really cool.
for glow plugs, just wire a momentary switch and maybe a relay.

for a vacuum pump.... do away with it and run a regular GM alternator and GM manual brake reservoir.

I am considering a 6.2 GM diesel I have apart in my garage floor. twice the torque in non turbo form 247 ft.lb.
cheapest of the diesels to own/build. other than the OM617.951 mercedes 5 cyl turbo diesel another very good choice.

6.2L lightest of the big v8 diesels. Comparable dimensions and weight to a big block chevy.

Robt,
sorry to be a bit dense on this....
You mentioned doing away with the stock alternator and vacuum pump and putting in a GM Break resoivour.
But where do you get the vacuum sourse from ?

Eric

As for the 86 parts, I thought the aforementioned items might make the conversion to the 2.8 easier, while retaining a somewhat 'stock' look and using Isuzu parts to ease the sourcing of spares in the future (probably futile, but what the hey).

I'm going to order the 2.8 through an importer in Florida, complete with transmission and all accessories.

The NPR filter idea sounds like a good one. I am also considering an aftermarket setup (racor or similar). I will be converting it to burn veggie oil, so I will need another filter at some point. I thought a stock Isuzu filter would ease the conversion process byb using (hopefully) bolt-on components.

I'd like to keep the power brakes, as this is going to be a daily driver. The 2.8 does come with a vac. pump, so I'll use that. It it fails, I would consider the option of going with hydraulic GM assist, although I have no idea regarding fitment. I've seen the setup before, but haven't measured anything.

Any suggestions as far as radiator is concerned? I think the inlet/outlets of the 2.6 rad are in the wrong places -- it's really a moot point, though, as it seems too small for the diesel, which likely requires a larger radiator. Something from a V8 CJ Jeep perhaps? I am trying to think of something thick but not terribly wide...

The 6.2 sounds like a great project. I'd like to hear more if you decide to tear into it. As to the Mercedes engine, I owned one in a 300D turbo sedan for a while. Excellent engineering. I wonder how a truck would deal with its power curve, though -- high redline and all. Not sure of the torque output and at what RPM it peaks. I know people have used these as swap engines before (at least the 4cyl. diesel from MB).