external link to H3 diesel swap build

[RamRod]

Why wouldn't you put a duramax in instead?

x2
Would't that be more weight applicable? I only scratch the surface when it comes to diesel knowledge so pleas feel free to prove me wrong lol

 

[zackcrum]

Hmm a member in Lafayette a member in Shreveport and I'm in fort Polk. I think we should have a meet up one weekend!

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[Xlr8n]

:thumbs::thumbs:Two thumbs up on your plan and the build. This is one of the offerings they should have produced in the H3 from the get-go.

 

[Cajun_Tiger_Hummer]

Hmm a member in Lafayette a member in Shreveport and I'm in fort Polk. I think we should have a meet up one weekend!

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This is something that needs to happen. We have a few other members on here as well from LA, another from Lafayette and BananaTank from Hammond.

 

[zackcrum]

This is something that needs to happen. We have a few other members on here as well from LA, another from Lafayette and BannanaTank from Hammond.

Yea I would be down. Are there any parks for wheeling around?

 

[Cajun_Tiger_Hummer]

Sicily Island, is the only place that comes to mind.

 

[CaseyS]

Barnwell Mountain. About 3+ hours from Ft. Polk.

http://www.barnwellmountainra.com/index.php

 

[zackcrum]

I just looked up both of those places. I couldn't access Sicily islands site from my phone. The other has a few photos posted.

 

[CaseyS]

Just a little mileage update. I've somehow managed to find a little time over the past several weeks to tackle some loose ends. Finally changed out the torque converter so my lockup is working finally.

I made a 200+ round trip for work and with everything working right and here are the results. About 50 miles city, 60 interstate running 70-75 and the balance on 4 lane roads 60-70.

19.2 MPG. I still think I can get better with some timing adjustments. I'll need to get my gears changed out to push it into the 20's. This is all on 35s with clean aero (no rack, brush guard, winch etc)

 

[SolidusJ]

Just a little mileage update. I've somehow managed to find a little time over the past several weeks to tackle some loose ends. Finally changed out the torque converter so my lockup is working finally.

I made a 200+ round trip for work and with everything working right and here are the results. About 50 miles city, 60 interstate running 70-75 and the balance on 4 lane roads 60-70.

19.2 MPG. I still think I can get better with some timing adjustments. I'll need to get my gears changed out to push it into the 20's. This is all on 35s with clean aero (no rack, brush guard, winch etc)

Always love when you check in man, I still can't believe how everything has worked out and how you executed it all.

 

[RamRod]

Always love when you check in man, I still can't believe how everything has worked out and how you executed it all.

Me too! This weekend I kept thinking about this diesel project and how nice it would be to get extended range without adding another tank or jerry cans!!!!

 

[4speedfunk]

Why wouldn't you put a duramax in instead?

Cost. Weight. Size. Complexity. Tranny compatibility. Too many other reasons to list.

While the Duramax seems to be a nice package off the showroom floor and laptop-tuners can really make them run...I don't know anyone that actually swaps them (other than the mega-price conversions). Around here...people use the Cummins 12-valve, straight six. Its the bigger (longer) version of Casey's 4BT, and it can be found in many Fords, Chevys, and Dodges in my neighborhood. Its non-electronic and very swap-friendly (like the 4BT) for back-yard, DIY mechanics. There are a host of companies that make swap kits for them, as well as bell-housing and motor mount adapters for any layout you desire. Its highly regarded as the "universal" go-to motor for diesel swaps. Many of these parts also fit the 4BT. There are several very robust 5 & 6 speed manual trannys that work well with the Cummins in any chassis...most notably the NV-4500 (cheap & common). My town is pretty much a red-neck, farm-boy, mecca...and competitive pulling is HUGE here. I personally don't mess with the idea but, many of my friends are into it big time. They all run tweeked-out Cummins motors, and most run the 12-valve old-school block with the newer 24-valve common-rail head. It flows more and makes stupid amounts of power without a computer.

GM does not embrace the traditional diesel + Stick-shift layout. So most Duramax swaps would also need the Alison 6-speed AT. That in itself is a huge expense, and another reason the Cummins is more popular.

Ford's diesel?...not around here. You can't give em away. I know several late model Ford F350s with Cummins motors in them. It costs more to repair the Ford Power-Joke than it does to swap-in the Cummins. I'm sure it doesn't help that Cummins is head-quartered about 20 miles from here.

 

[backcountryislife]

4speed... There's a late model f350 PS abandonded just over a pass from me. Axles, tank, nearly everything has been stripped from this thing... but not the motor. That is very telling imo!

 

[CaseyS]

I researched the engine choices quite heavily before making a commitment to the 4bt.

1. Form factor. The I5 and the I4 are almost identical in layout. The 4BT is actually a bit shorter, but taller in the oil pan. The 4bt has intake (turbo) and exhaust on the passenger side just like the I5. No worries about a driver side exhaust like a v8. The only major complexity was the drive accessories were all flip flopped (a/c, alternator and power steering)

2. Online support. Solid following online, parts compatibility with the 6bt. Many 4bt swaps into various platforms. I don't see any other engine coming close in numbers of completed swaps, especially by DIYers.

3. Electronics compatibilty. This was a bit of an unknown going in, especially with the dash instrumentation. The main complexity in running a duramax or other electronic platform is the decision point of what parts of each PCM and getting everything to play well together. Don't forget other things like electronic fuel pumps, integrated transmission control likely requiring engine and transmission to be swapped together, DBW throttle, etc.

4. Transmission compatibilty. I wanted to retain the factory drivetrain. Did not want to deal with a different e-transfer case, and did not want stick shifters on my console.

5. Availability - the 4bt seemed much more available then anything else. I also really did not want a used engine. I managed to get a zero hour rebuild and was willing to pay a little more for it vs. a used one.

Not to say a duramax or something similar would be a real hoot to drive. In my opinion, the added complexity would have meant a much longer path to get to the first drive working through some of the technical hurdles.

 

[06 H3]

So I have a question for you. Is it worth it so far? Did you get rid of your reduced power lights and CEL?

I'm around 130k miles on my daily driver h3. I have plenty of time before it kicks the can but I want to be prepared. I'm not afraid to cut things up or fab and modify as I just finished my solid axle swap but the electronics scare the **** outta me. I take it the electronics were the toughest?

 

[MaxPF]

Just a little mileage update. I've somehow managed to find a little time over the past several weeks to tackle some loose ends. Finally changed out the torque converter so my lockup is working finally.

I made a 200+ round trip for work and with everything working right and here are the results. About 50 miles city, 60 interstate running 70-75 and the balance on 4 lane roads 60-70.

19.2 MPG. I still think I can get better with some timing adjustments. I'll need to get my gears changed out to push it into the 20's. This is all on 35s with clean aero (no rack, brush guard, winch etc)

What is your cruising RPM in OD with the converter locked?

 

[4speedfunk]

4BT in a Rover...
http://www.ebay.com/itm/Land-Rover-...3cf3985de&item=291239462366&pt=US_Cars_Trucks

 

[rollerlocked]

This is a sweet swap , I read thru the external link thread multiple times , and that guy did a real good job at pioneering. It got the duramax 6.5t gears turning.

 

[MaxPF]

This is a sweet swap , I read thru the external link thread multiple times , and that guy did a real good job at pioneering. It got the duramax 6.5t gears turning.

6.5t?

 

[CaseyS]

Duramax in an H3 or H2? An H3 was done years ago what appeared to be a no budget build. There are reasons and discussions in this thread why a duramax in a 3 would be a difficult project.

 

[SolidusJ]

Duramax in an H3 or H2? An H3 was done years ago what appeared to be a no budget build. There are reasons and discussions in this thread why a duramax in a 3 would be a difficult project.

Honestly CaseyS, how much cash would I need and time would it take have a 4BT in my H3T? I'm just one state over and I'll be able to pull my weight with the install?

 

[Hunner]

I had the pleasure of meeting Casey and his H3 today.
I'm beat after about 6 hours of rough terrain and only have it up on Vimeo right now.

If you think the pictures look great you should see it in person.
He deserves all the praise that can be bestowed on him.

I believe he put it to the test on the trails we ran. We got brave later on and ran a level three that is at least one level above the OLD three from about 2011, would that be a 4 or more??

This was on a easier section of trail but about the only time I had to run back and shoot some of Casey's H3.
Pump up the volume!

https://vimeo.com/106766973


The event link.
http://www.hummer4x4offroad.com/for...Arkansas-event&p=153580&viewfull=1#post153580

 

[RamRod]

Looking forward to seeing more!

 

[CaseyS]

Honestly CaseyS, how much cash would I need and time would it take have a 4BT in my H3T? I'm just one state over and I'll be able to pull my weight with the install?

I think with the R+D into this so far, doing the work yourself, you can get this under 10k with a $3500 engine budget included in that number. This thing is nowhere near polished yet but now that I have a little trail time, I see some things I need to improve.

Time will depend on how much pre-staging work can be done. Ex wiring harness, engine prep, brackets. Transmission requires bellhousing and input shaft which could be outsourced to trans shop, etc.

I'd recommend a test drive before committing. The truck is torquey but not as super quick as I imagined. That said, I haven't done any engine tuning on it yet either. The potential is there for some easy power though.

 

[4speedfunk]

I know several guys with 4BT's in Jeeps. They can be tweeked to put out MAJOR power. One guy runs a bigger turbo & custom inter-cooler set-up. He also O-ringed the block, and runs an aftermarket cam. Hopped up injector pump, of course. One such guy reports 24 mpg in a TJ...and it will smoke all four tires (35"s) on dry pavement! I'm not real sure of actual numbers...somewhere in the 300 hp / 550 ft-lb range. These guys all run stick-shifts and 3.73 or higher gearing. They say the 4BT can easily make big power without losing any practicality or drivability.

Rumor has it there is a Suburban running around my town with a 4BT that gets over 25 mpg with 3.08 gearing. Crazy.

Great job by the way....on my someday list.