Another update: engine should be shipping out of Miami this week (as soon as I pay for it!) and I should have it 3 to 4 business days from the ship date.
The fellow from the importer tells me that it's one of the cleanest he has seen, totally complete with - get this - the top-mounted intercooler! I guess this is the 4JB1-TC model. Not sure of the difference in power output, but I'd guess it will be an improvement on the non-intercooled model, if only a modest one.

Still looking for ideas on a radiator to use. Also, the Troopers with the intercooler used a hood scoop. Ideas on fabricating one? Maybe score a stocker from New Zealand (does it bolt on?)? Or convert to a front-mount intercooler?

If this goes well, I'll post the importer's contact info for interested parties. He claims he's got access to 15 more of these right now.

That's all for now. I'll post photos when I receive the engine.

If a direct from NZ (or Australia/UK/wherever) factory hood scoop is too much trouble, you could always buy any aftermarket functional hood scoop (check JC Whitney or the like) and ghetto-fab (if necessary) any under-hood ductwork.

Ghetto-fab success story #17:
I once plumbed some flexible dryer vent hose from the passenger corner of the air dam to the front of the alternator on an '88 Buick Park Ave because it kept killing alternators. The extra airflow solved the problem and I never bought another alternator for that car again.

Well, I just got the engine home from the terminal this afternoon. Looks to be extremely clean and very complete. Some slight damage during shipping, but I'm confident it will get worked out. Nothing to worry about. As long as it starts and runs without issues, I would recommend dealing with this company. $2200 shipped to the local terminal for the engine and transmission complete with all accessories.





This weekend, I'll be pulling the old drivetrain and getting ready to install this thing. I may have gotten lucky, but the motor mounts are still attached. At a glance, they sure look to me like they'll bolt right up to the frame. We shall see ...
I've got more photos if anyone is interested, and I'll keep everyone posted on the progress.

I am very interested in following your progress. Please continue to post updates.

I recently found a 1st gen 4-cyl with a decent body and no motor that I could get for next to nothing. If the engine/transmission swap you're attempting goes smoothly, I might be wanting some contact info for that motor...

Keep up the good work!

Any news on this swap yet??

Who was your Miami source for the diesel?
Is it the one that always has something on Ebay?

Well, since you asked ...

I've been busy these past weekends, and still have a bit more to do before the old engine is out.

Actually, the transmission is out as of last Wednesday. Broke 3 frame crossmember bolts off (in the frame, which will require drilling - yuck) before having success with a MAP torch getting the last 5 out safely. I'm going to take some measurements tonight and hopefully determine with some certainty whether this will be bolt-in or not.

The old engine is held in by one mount bolt and a crude but effective support rig we cooked up. All I need now is another set of hands for about 30 minutes and it will be out.

I've located a factory intercooler hood scoop assembly out of New Zealand which I am trying to get shipped here with the help of an Australian Isuzu enthusiast, so I should have a cool-looking scoop for the truck.

Next is to get the broken bolts out and the driveline in, then go for the fuel and electrical system modifications.

Still in need of radiator suggestions ... Has to be similar in dimension to the stock unit, probably thicker, but with inlet/outlet swapped to the opposite sides.

Trying also to get a weblog set up to post updates with pictures easily. More later ...

Have you considered going to an Isuzu commercial dealer and talking to them about radiators from industrial 4JB1T(C) applications? Your nearest Isuzu commercial dealer parts manager could become your new best friend...

I'd recommend going to the parts department first thing in the AM and bringing a dozen donuts every time you go. In six weeks you'll have an entire parts depart that's thrilled every time they see you--even though they know you've got some unusual and difficult to fill request.

I am still anxiously awaiting your report on whether or not the engine actually bolts right in. I still have a potential project rig just waiting for an engine...

Tom_G: Hadn't thought of that. It may be worth exploring. I wonder how the mounting would compare to an automotive application?

Would anyone care to speculate on the possible use of the '86 Trooper diesel radiator? It has outlets in the right places. Too small?

I've done some (very) rough measuring, and while the transmission appears to be identical to the gas version (except that the clutch lever and starter mount are on the opposite side of the bellhousing), the engine mounts seem to be about 2 inches forward of the gas mounts in relation to the rear edge of the block. The engine itself also seems to be about 2" longer than the gas version as well. More to follow ...

By the way, I've set up a site to document the progress here: www.dieseltrooper.blogspot.com

I'll try and post regular updates as I have time and photo material.

I don't have any idea about radiator mounting locations, but I'd bet that a C223 radiator is too small.

You mention that the engine is imported from Japan in your blog. You also mention the clutch lever on the wrong side of the transmission...

Having never driven a right-hand drive vehicle, I wonder about the shift pattern in this transmission. Will you end up with 1st where you're used to 5th and Reverse where you're used to 2nd? Now that would take some getting used to.