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Old 02-05-2018, 09:31 PM   #29
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NQR's are the Isuzu model of cab over box truck used frequently for local deliveries. Many of them carry GM or Chevy NPR badging. The shorter 12'-16' box run a 4 cylinder Isuzu making up to 215 hp while the longer versions run the 6 cylinder Isuzu which is the later version of the engine in our mohos.
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Old 02-05-2018, 09:57 PM   #30
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I love this conversion conversation !
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Old 02-05-2018, 11:01 PM   #31
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I have been talking to a Guy in Holland for months.
Jos is planning to post his Airstream Motorhome build, a 1980 280 I think, which is pretty amazing and inspirational.
Custom sheet metal work outside, a Duramax, and now he is working on the interior to carry his vintage, but custom Vincent motorcycle. What I have seen so far made me beg him to post his ongoing Journey.
His Duramax install looks amazing too, and I am sure he will have input here too!
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Old 02-06-2018, 05:57 AM   #32
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NQR's are the Isuzu model of cab over box truck used frequently for local deliveries. Many of them carry GM or Chevy NPR badging. The shorter 12'-16' box run a 4 cylinder Isuzu making up to 215 hp while the longer versions run the 6 cylinder Isuzu which is the later version of the engine in our mohos.
There is a reason for the suggestion. In UK/EU diesels in general have gone into a very sharp decline in the last year (think 60% reduction in new car sales) driven by the introduction of emission based vehicle tax (one of the reasons for VWgate....reduced declared emissions means vastly lower annual taxation). More to the point the mid 2000's NQR75 (the 15000lb/7.5ton rated version) costs a lot to run as a commercial vehicle which basically means there are a glut of them in UK/EU as they are taken off the road; sold only for spares or export. A quick search on ebay.co.uk throws up running/driving but not longer UK road legal (or rather not economic to use on the road in the UK) for $1000-4000, including one with a horse box body that has only done 40,000 miles but is still being 'scrapped'. From Steve's description of what is allowed to meet emissions in the US, these should still be compliant and you could have a perfectly good, complete donor to make sure you have everything for the swap????
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Old 02-06-2018, 06:10 AM   #33
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Good points Martin.
I do not know if this setup is/was available in the USA. If so, the same rules that are sending them to the scrapper are not in force here.
Importing one should not fly, for cost and compliance reasons.
However, the weight and capacity would be about right for a conversion in the EU.

I failed to mention another plus for the Cummins and Duramax conversion here... commonality. Both of these engines are in pickups, and as a result, parts and knowledgeable service facilities are about everywhere.
I would say the Cummins has the edge here, as it has been around longer, is probably more common, and as a result, cheaper to buy.
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Old 02-06-2018, 08:12 AM   #34
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I failed to mention another plus for the Cummins and Duramax conversion here... commonality. Both of these engines are in pickups, and as a result, parts and knowledgeable service facilities are about everywhere.
I would say the Cummins has the edge here, as it has been around longer, is probably more common, and as a result, cheaper to buy.
The other upside to buying a motor tranny combo already in a truck is any possible computer crap, like TPS is already there with wiring harness. The downside is, should you decide to forgo any sensor or device, it can end up throwing codes like crazy, throwing the rig into limp home mode all the time; which is what happened to the Duramax V8 swap I know of.

BTW I did mean fuel delivery and or governor differences with industrial versus consumer diesel engines.......but the Japanese, they have a nasty tendency to design different, even though it looks the same on the outside; trust me, the differences of Toyota Tercels from 87-89 was incredible. Even mid year engine change in 88 had me scratching my head.

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Old 02-06-2018, 09:27 AM   #35
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Yup, agreed.
Personally, my choice for having the motor completely mechanically injected.
The Cummins 12v Motor I chose apparently needs only 2 electrical connections to run. Starter(I suspect actually 2, power and trigger) and ignition controlled power to the fuel cutoff solenoid on the injection pump.

This is huge for me, and makes integration pretty simple. Of course, the reality is more, with tach, grid heater, temp sender and maybe block heater.
Down side is no code reader simplicity when something does go wrong.

Transmission choice is something Iím working on. I want lockup torque converter, Overdrive and maybe Double overdrive.
Decisions decisions!
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Old 02-06-2018, 10:02 AM   #36
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..... Transmission choice is something Iím working on. I want lockup torque converter, Overdrive and maybe Double overdrive.
Decisions decisions!
Which leads to the question about your 4L80e sitting in mothballs

I still have the brake drum and associated hardware slated to ship to CA. Do you still need those components?
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Old 02-06-2018, 10:25 AM   #37
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Yes please.
I was just waiting patiently for you to find them, a box, and tell me what I owe ya!
It maybe that the 4L80E goes in first, behind the 454, and if that is the case, it will need to have the brake drum.
When I rebuild it, it will have beefy components put in, and I am reading that the TC needs to be Diesel specific.
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Old 02-06-2018, 07:21 PM   #38
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Made contact with Admin, and she says will give me editing rights soon...

Get READY!!!!!
I got a LOT of info to post!!!!
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Old 02-07-2018, 12:08 AM   #39
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Putting a Diesel in your Motorhome.

Can one of you Airstream OEM Isuzu boys confirm some info about that original motor?
What is the motor model?
Original spec, power numbers in NA, and the optional Turbo?
Transmission models fitted behind these engines?
Mpg experienced?
Any other info that is important for people to know?
Anyone that can post or send me pictures of the motor installed I can post?
Thanks!
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Old 02-07-2018, 04:11 PM   #40
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Edited and added a ton of info and links, mainly Cummins related, but much, much more to come!
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Old 02-07-2018, 06:58 PM   #41
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Added info and links about the 454, and working on some more stuff!
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Old 02-07-2018, 08:25 PM   #42
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Quote:
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Can one of you Airstream OEM Isuzu boys confirm some info about that original motor?
What is the motor model?
Original spec, power numbers in NA, and the optional Turbo?
Transmission models fitted behind these engines?
Mpg experienced?
Any other info that is important for people to know?
Anyone that can post or send me pictures of the motor installed I can post?
Thanks!
Okay, not gospell, but this what I've been told.

Isuzu 5.8L 6BD1A 160hp stock
BAE aftermarket turbo system takes hp to AS quoted 220hp; 10 PSI max.
Turbo used is a RaJay unit.

Mileage is as high as 19 mpg per Imperial gallon in my 310@ 55 mph in Ohio,(very flat). John was seeing 11 plus in his 325 pulling our toad.

Transmission is GM 475, SAE 3 bell housing. Allison 545 on only one 310 but 84 and up 325's. Allison final drive same as 475@ 1 to 1.

Isuzu 5.8L 6BD1T (maybe) installed sometime in 1984+. Stronger internals with oil cooling for pistons.
Not sure on how much hp, but think it was never changed by AS.

Cheers
Sidekick Tony

PS We have three wire diesels; positive, negative (ground) and switching wire to starter relay.
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