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Old 02-07-2018, 07:58 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, 09:25 PM   #42
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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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Old 02-07-2018, 11:34 PM   #43
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I think you may be a little optimistic there Tony. This is from my book.

Click image for larger version

Name:	Scan_20171124.jpg
Views:	122
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ID:	303750

The turbo bump is probably 15-20hp however I have never seen a number published or posted anywhere officially.
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Old 02-08-2018, 12:21 AM   #44
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Interesting...

I looked up the engine number and very little came up but this...

https://www.smokstak.com/forum/showthread.php?t=166708

Also saw references to a 6BD1T.... is that similar??
One guy said this...
Somewhere else I found some power figures:
6BD1 NA 5.785 litre: 160 HP
6BD1T: 175 HP
6BG1 NA 6.494 litre: 175 HP

Here...
http://www.4btswaps.com/forum/showth...hp?16869-6bd1t

Actually, digging around in the 4BTswap site is cool...
Good info on the Isuzu engine buried there... like this one...
http://www.4btswaps.com/forum/showth...-6BD1T-wake-up
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Old 02-08-2018, 09:20 AM   #45
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I think you may be a little optimistic there Tony. This is from my book.

Attachment 303750

The turbo bump is probably 15-20hp however I have never seen a number published or posted anywhere officially.
Dan, I see your 130 hp, 253 ft lbs and raise you to 145 hp, 289 ft lbs based on this Airstream brochure

Diesel motorhome standard specification 2- Airstream.

Doesn't mention anything about a turbo though.......maybe turbo is 160 hp?

Sorry, couldn't copy link....on my phone and don't know how.
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Old 02-08-2018, 09:27 AM   #46
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Put pretty much all day into the updates yesterday.

Tried to add info on the 454 that is fair and balanced, provides a reference point.
Any errors, comments or advice?
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Old 02-08-2018, 09:57 AM   #47
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The book I posted is an Isuzu book. I think the 165hp might be Airstreams guess with the BAE turbo.
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Old 02-09-2018, 02:01 PM   #48
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This is a pretty good overview of the 6bd1A (marine) and the 6bd1T, including their differences.

https://itstillruns.com/specificatio...e-7769459.html
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Old 02-09-2018, 06:12 PM   #49
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Thatís awesome, solid info Mayco.
Interesting to read that the T version and the Cummins 6bt are pretty darn close in capacity, size, weight, and output.
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Old 02-09-2018, 11:05 PM   #50
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Added info, and opinion about the 454, and mods to it, to gain MPG and power.

I guess it makes sense in my mind to keep what you have until it expires, or the Lottery numbers come up...

Added some info and observation about Cummins engines.
Know mech issues with the BT series, like KDP, and lift pump failure.
VE-Pump, and P-Pump pros and cons.
Power levels as stock and tuning.
Its gonna get DEEP, which is only important if you REALLY want to know!

Will summarize and add info on the Isuzu tomorrow I hope.
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Old 02-12-2018, 12:12 PM   #51
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Added a link to these guys, who have great info and parts.
https://www.dieselconversion.com/blo...e-Information/
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Old 02-13-2018, 09:19 AM   #52
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Well I can add a little:
TFI was the best money ever spent: A LOT more power, MPG from 4 to 7.5.

When the Allison 545 smoked I replaced with a 4L80e. Motor had 85,000 and needed rebuilt. No better MPG.

Rebuilt 454: .25" stroke, hdy roller cam.... 10 MPG and LOTS more power. Then 2000 miles out while in New Mexico dropped valve and killed motor. After I paid over $8K to have it rebuilt there, was back to 6.5 mpg and no power. Note: could not get air/fuel ratio below 19/1. Bought totally programmable computer. was going down the road trying to program when it died...... I call AAA and started looking for a Cummins 12V.

Cummins: 4L80e just would not work behind the Cummins which brought me the Allison t1000 6 speed.

I have run one tank full so far and with a lot of turbo leaks (now fixed I hope) and the injectors were all bad (new injectors now) it got 9.6 MPG

I keep having medical setbacks. Blow my right knee out the first of December. So, as soon as I can recover from a total knee replacement 27Feb I'm going to be off.
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Old 02-13-2018, 10:01 AM   #53
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Putting a Diesel in your Motorhome.

I knew your input would be valuable and valid, Mel.

I need to go back and read through your thread, and take some notes.
The one thing I stated before, that I kinda knew but had not rationalized was that simple exhaust manifold issue.
Over in the thread I started in the 4BT Swap Forum, very early on, someone commented on the pictures I posted of know Cummins fitments, was that the Turbo was high mounted on The OEM Airstream/Cummins 345, and and low mounted on GWBakerís conversion. I just didnít know, or grasp, what that meant, and it was only when I got my own Cummins motor and kinda mocked the head, exhaust and turbo up on the bench, it hit me. It was then that I understood why your first turbo install fouled the floor, and all the work you went through as a result.
If this thread saves one converter what you went through it will have been worth it.
I also felt the need to point out the difference between VE-Pump, and P-Pump, from a fitment, and power perspective.
There will be a bias toward Cummins engines, for the simple reason that itís been done more than the others.
At the moment, I am still gathering info on the several Duramax conversions, and will be posting what I have learned.
Whilst itís obvious that this can, and has been done, am learning about the pros and cons.
I also want to add any other Diesel
Swaps, like the 7.3 IDI that just came to our attention.
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Old 02-13-2018, 10:24 AM   #54
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Hello. Iíve bought a 7.3IDI Airstream Swap with a e4od. I will start the next weeks diving into it. I drove it from Portland to corona, ca. On the flat California area I got around 15 (!) mpg. In the mountains around 10. On thing to consider is the enormous amount of noise. I will have to tear the front apart to install everywhere from inside noise insulation. But on the other side - even without working OD, 70mph are possible.
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Old 02-13-2018, 10:55 AM   #55
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Awesome Clemensk!

Im in OC too, and my 345 is over in storage in Riverside.

Lets connect via PM and exchange info, as Im sure I will be able to give you knowledge and insight into your new project!
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Old 02-13-2018, 04:49 PM   #56
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The export version of the 250 Classic was only (as far as I am aware) available as a diesel option. I think it was available as a stock 6.2L diesel with the 4L80E overdrive tranny so that was available from the factory until 1993.

Nick

PS Maybe snag a pint when you come back
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Old 02-14-2018, 09:00 AM   #57
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In 2010 when my 545 Allison gave up I looked high and low for a wrecked totaled Isuzu NQR 5.4L diesel truck. None to be found. At the time every wreck was snatch up and hauled off to Mexico and rebuilt.
Looked for wrecked Dodge Cummins w/automatic transmission. And again none to be found.
Looked for wrecked Duramax too with no luck.
I thought the Isuzu NQR would be the best swap. I even went to a truck dealer and measured engine to frame and it looked like the best fit, least weight, good torque, GW of the truck was 19,000 pounds. (AS-16500, toad-2600)
Not sure if it'd still true, but I found that the best information and parts are availability for the Cummins whether it's the 12v or 24v. You can put a P-pump on a 24v Cummins and then you can really go for the HP.
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Old 02-15-2018, 07:41 AM   #58
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See post #23.

20' Argosy diesel
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Old 02-15-2018, 08:08 AM   #59
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Thanks Brad.
I canít seem to open the link on my phone, so I will look when Iím on my pc.

Interesting stuff Mel.
Yes, there are a lot of engines that might work and I will try to document examples when I get info.
There is definitely lots of info on swapping Cummins motors into many different vehicles.
Since the 350/454 has been put in the C/K Chevy chassis a lot, Iím sure there is an engine mount system that is kinda plug and play.
I am not aware of any 24v Cummins Airstream conversions yet, but the block is the same as the 12v and the 24v head can be fitted, so Iím sure it would fit.
Then itís just a matter of integrating the electronics.
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Old 10-17-2018, 03:04 PM   #60
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Just to add something that I found out in my conversation with JT5.9.

JT 5.9 did what I was planning on doing in the first place; he used a 1993-4 Dodge 2500 RWD drivetrain. Now the Cummins of that year was only 160hp with the automatic transmission as I'm sure Dodge was concerned for their transmissions longevity.

The 47RH RWD auto transmission differs from the later years 47RE, in the sense it was almost a manual lock out torque converter, where as the 47RE was fully electronic. The overdrive ratio for both transmissions is .69, which is quite tall. The problem with the overdrive was the tendency for the transmission to hunt between OD and 1:1; this took its toll on clutches and bearings. JT5.9 actually used a mechanical means to lock and unlock the OD from the drivers seat using a toggle switch. It was his reccomendation that bulletproofing the Dodge transmission would allow for an easier conversion and give the beast an overdrive, where as the Allison 4 sp is only 1:1 and would require a Gear Vendors.....which is pricey.

The benefits of the 47RH is that's it's tailstock overdrive is actually pretty well bulletproof in comparision to the 47RE and requires fewer expensive internal parts to bulletproof.

It is also significantly lighter than the Allison so I will save the Allison for my 5.9BT conversion on the Mistress, God forbid she needs it.

JT5.9 hopefully will send me pics of his install and show me how he managed to squeeze in an intercooler as well.

More to come
Cheers
Sidekick Tony
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