Dual purpose NPR 4x4 build
- Thread starter matt t
- Start date
Editing this again, rather than adding another post. The Ford D60 simply will not work. It is driver's side drop and high pinion, fouling many other components along the way, so it simply will not fit without majour surgery or majour lift or both. Fuso uses a roughly centered diff on the FG's, and it's obvious why. The result is a massive wheel gap, even with 37's and it simply looks awful IMO.
The solution is to go back to the passenger's side drop, low pinion Chevy D60, originally slated to be rebuilt and set under the truck on leaf springs. It will be rebuilt and upgraded to a newer spec, possibly changing ratios, adding lockers, etc., along the way.
This will match with a GM 14 bolt or 8 on 6.5 Dana 80. This dispenses with the 170mm Ford metric pattern and solves the matching axle issue. So, I presume the Ford D60 and the OEM Isuzu axle will soon be for sale.
I will let Matt chime in with more details if he wants. I should be back up there in a few weeks and will try to get some pics.
The solution is to go back to the passenger's side drop, low pinion Chevy D60, originally slated to be rebuilt and set under the truck on leaf springs. It will be rebuilt and upgraded to a newer spec, possibly changing ratios, adding lockers, etc., along the way.
This will match with a GM 14 bolt or 8 on 6.5 Dana 80. This dispenses with the 170mm Ford metric pattern and solves the matching axle issue. So, I presume the Ford D60 and the OEM Isuzu axle will soon be for sale.
I will let Matt chime in with more details if he wants. I should be back up there in a few weeks and will try to get some pics.
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This info is for Matt and for reference, as well:
According to Isuzu, your engine code is L96, not the LQ9 like we thought:
The 6.0L V8 Vortec L96 is an engine produced by General Motors for use in its full-size heavy duty (HD) pickup trucks, vans, and SUVs. Displacing 6.0 liters in a V8 configuration, the L96 is part of the Vortec (Generation IV Small Block) engine family, which was replaced by the EcoTec3 (Generation V Small Block) engine family. The L96 is the last Vortec engine currently in use by GM, with the EcoTec3 engine family replacing the Vortec line in all other GM vehicles.
The L96 is a heavy-duty workhorse engine. Variable valve timing helps the 6.0L (L96) optimize performance, efficiency and emissions. The 6.0L's balance of performance and efficiency is great airflow throughout. Intake flow was improved over previous engines by straightening out and optimizing the flow path from the intake manifold into the cylinder heads, while the exhaust ports are also designed for greater flow. The engine's efficiency also optimizes emissions performance.
The 6.0L is powerful, but delivers exceptional refinement to go with great strength. Quiet features built into the engine are complemented by an improved engine cradle and mounting system. These help reduce vibrations transmitted through the chassis and into the passenger compartment.
Cylinder Block and Rotating Assembly: the engine block was developed with math-based tools and data acquired in GM's racing programs, and provides a light, rigid foundation for an impressively smooth engine. Its deep-skirt design helps maximize strength and minimize vibration. The bulkheads accommodate six-bolt, cross-bolted main-bearing caps that limit crank flex and stiffen the engine's structure. A structural oil pan further stiffens the powertrain. Along with the rigid block, the engine's rotating assembly was designed for optimal strength and duration complemented by features designed to make the L96 quiet and smooth. The L96 6.0L also features a heavy-duty timing chain developed expressly for quiet operation. The chain, which connects the camshaft and crankshaft, is validated for 200,000 miles of operation and fitted with a leaf-spring-type dampener.
High-Flow Cylinder Heads and Valvetrain: the L96's cylinder heads feature “cathedral”-shaped intake ports that promote exceptional airflow. They're derived from the high-performance cylinder heads that were used on the “C5” Chevrolet Corvette Z06 and support great airflow at higher rpm for a broader horsepower band, along with strong, low-rpm torque. The intake ports that feed the combustion chambers, as well as the D-shaped exhaust ports, are designed for excellent high-rpm airflow.
Camshaft Phasing: the L96 features variable valve timing, maximizing engine performance for given demands and conditions. At idle, for example, the cam is at the full advanced position, allowing exceptionally smooth idling. Under other conditions, the phaser adjusts to deliver optimal valve timing for performance, drivability and fuel economy. At high rpm's it may retard timing to maximize airflow through the engine and increase horsepower. At low rpm's it can advance timing to increase torque. Under light loads, it can retard timing at all engine speeds to improve fuel economy.
E85 Flex-Fuel Capability: E85 is a clean-burning, domestically produced fuel composed of 85 percent ethanol alcohol and 15 percent gasoline. Ethanol is renewable and produces fewer emissions in the combustion process. It can be produced from various feed stocks, including corn and wheat stalks, forestry and agricultural waste and even municipal waste.
Advanced Electronic Throttle Control: with ETC, there is no mechanical link between the accelerator pedal and the throttle body. A sensor at the pedal measures pedal angle and sends a signal to the engine control module (ECM), which in turn directs an electric motor to open the throttle at the appropriate rate and angle. The ETC system can deliver outstanding throttle response and greater reliability than a mechanical connection.
Quiet Exhaust Manifolds: the exhaust manifolds were developed to improve durability and sealing and reduce operational noise. Cast nodular iron was the material of choice for its basic durability and excellent heat-management properties. The manifolds are fitted with new triple-layer heat shields fabricated from stainless steel and insulating material. The shields limit heat transfer from the engine to the engine bay, allowing the 6.0L to reach optimal operating temperature more quickly, yet reducing heat in the engine compartment once that temperature is achieved.
58X Ignition System: the L96 has an advanced 58X crankshaft position encoder to ensure that ignition timing is accurate throughout its operating range. The new 58X crankshaft ring and sensor provide more immediate, accurate information on the crankshaft's position during rotation. This allows the engine control module to adjust ignition timing with greater precision, which optimizes performance and economy. Engine starting is also more consistent in all operating conditions.
L96 Longevity:
According to Isuzu, your engine code is L96, not the LQ9 like we thought:
The 6.0L V8 Vortec L96 is an engine produced by General Motors for use in its full-size heavy duty (HD) pickup trucks, vans, and SUVs. Displacing 6.0 liters in a V8 configuration, the L96 is part of the Vortec (Generation IV Small Block) engine family, which was replaced by the EcoTec3 (Generation V Small Block) engine family. The L96 is the last Vortec engine currently in use by GM, with the EcoTec3 engine family replacing the Vortec line in all other GM vehicles.
The L96 is a heavy-duty workhorse engine. Variable valve timing helps the 6.0L (L96) optimize performance, efficiency and emissions. The 6.0L's balance of performance and efficiency is great airflow throughout. Intake flow was improved over previous engines by straightening out and optimizing the flow path from the intake manifold into the cylinder heads, while the exhaust ports are also designed for greater flow. The engine's efficiency also optimizes emissions performance.
The 6.0L is powerful, but delivers exceptional refinement to go with great strength. Quiet features built into the engine are complemented by an improved engine cradle and mounting system. These help reduce vibrations transmitted through the chassis and into the passenger compartment.
Cylinder Block and Rotating Assembly: the engine block was developed with math-based tools and data acquired in GM's racing programs, and provides a light, rigid foundation for an impressively smooth engine. Its deep-skirt design helps maximize strength and minimize vibration. The bulkheads accommodate six-bolt, cross-bolted main-bearing caps that limit crank flex and stiffen the engine's structure. A structural oil pan further stiffens the powertrain. Along with the rigid block, the engine's rotating assembly was designed for optimal strength and duration complemented by features designed to make the L96 quiet and smooth. The L96 6.0L also features a heavy-duty timing chain developed expressly for quiet operation. The chain, which connects the camshaft and crankshaft, is validated for 200,000 miles of operation and fitted with a leaf-spring-type dampener.
High-Flow Cylinder Heads and Valvetrain: the L96's cylinder heads feature “cathedral”-shaped intake ports that promote exceptional airflow. They're derived from the high-performance cylinder heads that were used on the “C5” Chevrolet Corvette Z06 and support great airflow at higher rpm for a broader horsepower band, along with strong, low-rpm torque. The intake ports that feed the combustion chambers, as well as the D-shaped exhaust ports, are designed for excellent high-rpm airflow.
Camshaft Phasing: the L96 features variable valve timing, maximizing engine performance for given demands and conditions. At idle, for example, the cam is at the full advanced position, allowing exceptionally smooth idling. Under other conditions, the phaser adjusts to deliver optimal valve timing for performance, drivability and fuel economy. At high rpm's it may retard timing to maximize airflow through the engine and increase horsepower. At low rpm's it can advance timing to increase torque. Under light loads, it can retard timing at all engine speeds to improve fuel economy.
E85 Flex-Fuel Capability: E85 is a clean-burning, domestically produced fuel composed of 85 percent ethanol alcohol and 15 percent gasoline. Ethanol is renewable and produces fewer emissions in the combustion process. It can be produced from various feed stocks, including corn and wheat stalks, forestry and agricultural waste and even municipal waste.
Advanced Electronic Throttle Control: with ETC, there is no mechanical link between the accelerator pedal and the throttle body. A sensor at the pedal measures pedal angle and sends a signal to the engine control module (ECM), which in turn directs an electric motor to open the throttle at the appropriate rate and angle. The ETC system can deliver outstanding throttle response and greater reliability than a mechanical connection.
Quiet Exhaust Manifolds: the exhaust manifolds were developed to improve durability and sealing and reduce operational noise. Cast nodular iron was the material of choice for its basic durability and excellent heat-management properties. The manifolds are fitted with new triple-layer heat shields fabricated from stainless steel and insulating material. The shields limit heat transfer from the engine to the engine bay, allowing the 6.0L to reach optimal operating temperature more quickly, yet reducing heat in the engine compartment once that temperature is achieved.
58X Ignition System: the L96 has an advanced 58X crankshaft position encoder to ensure that ignition timing is accurate throughout its operating range. The new 58X crankshaft ring and sensor provide more immediate, accurate information on the crankshaft's position during rotation. This allows the engine control module to adjust ignition timing with greater precision, which optimizes performance and economy. Engine starting is also more consistent in all operating conditions.
L96 Longevity:
Copperhead said:
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6L90 GM Transmission:
The Hydra-Matic 6L90 (production code MYD) is a six-speed automatic transmission produced by General Motors for use in rear- and rear-biased all-wheel-drive vehicles with a longitudinal powertrain orientation. Developed in-house by General Motors, the Hydra-Matic 6L90 is part of the 6LXX family of fuel-saving, electronically controlled six-speed automatic transmissions that succeeded the 5LXX family.
The modular design of the Hydra-Matic 6L90 (MYD) is shared with variants rated for different torque levels to accommodate various engines and vehicle applications. All versions share a unique output gearset configuration that enables it a wider range of ratios than a conventional planetary gearset automatic transmission. This allows the transmission to be tailored for optimal fuel economy while delivering excellent acceleration traits.
The wide overall ratio spread of 6.04:1 allows a “steep” first gear, as well as a very “tall” overdrive top gear for low-rpm highway cruising.
The modular concept of the Hydra-Matic 6L80 centers on the desire for common components and manufacturing tooling for four different size variants of the six-speed family. All versions use three gearsets: a simple input planetary gearset and two output gearsets, one of which is a compound gearset with three pairs of two pinion gears on the output carrier, one pair meshing with the sun gear and the other with the ring gear.
Performance Algorithm Shifting is available on some applications. Performance Algorithm Shifting (PAS) monitors how assertively the driver is using engine output to determine at what engine speed to upshift or downshift.
Driver Shift Control allows the driver to shift the transmission like a clutchless manual gearbox. Electronic safeguards prevent over-revving should the wrong gear position be accidentally selected.
Advances in transmission control modules allow them to exist reliably inside the transmission, where temperatures remain fairly constant compared to a body-mounted module. The transmission and module are assembled together, so no additional steps are necessary during vehicle assembly.
The 6L90's 32-bit transmission control module (TCM) monitors transmission performance and compensates for normal wear in components such as clutch plates, so transmission performance remains consistent for the life of the transmission.
Maximum engine power (gasoline, truck): 452 hp (337 kw)
Maximum engine power (diesel, truck): 300 hp (223 kw)
Maximum engine power (passenger car): 555 hp (414 kw)
Maximum engine torque (gasoline, truck): 531 lb-ft (720 Nm)
Maximum engine torque (diesel, truck): 520 lb-ft (705 Nm)
Maximum engine torque (passenger car): 550 lb-ft (746 Nm)
Maximum gearbox torque: 885 lb-ft (1200 Nm)
Gear Ratios
First: 4.030
Second: 2.360
Third: 1.530
Fourth: 1.150
Fifth: 0.850
Sixth: 0.670
Reverse: 3.060
Maximum shift speed: 6200 rpm
Maximum Validated Weight (GVW): 15000 lb (6803 kg)
Maximum Validated Weight (GCVW): 21000 lb (9525 kg)
7-position quadrant: P, R, N, D, X, X, X (X = available calibratable range position)
Case material: Die cast aluminum
Shift pattern: (2) Three-way on/off solenoids
Shift quality: Five variable bleed solenoid
Torque converter clutch: Variable Bleed Solenoid ECCC
Converter size: 300 mm
Fluid type: DEXRON VI
Fluid capacity with 300 mm converter: 13 liters
Pressure taps available: Line pressure
Assembly sites: GMPT Toledo, Ohio and GMPT Silao, Mexico
Available Control Features
Multiple Shift Patterns (Selectable)
Driver Shift Control (Tap Up / Tap Down)
Enhanced Performance Algorithm Shifting (PAS)
Selectable Tow / Haul Mode
Engine Torque Management On All Shifts
Altitude and Temperature Compensation
Adaptive Shift Time
Neutral Idle
Reverse Lockout
Automatic Grade Braking
OBDII / EOBD Interface
Integral Electro/Hydraulic Controls Module (Tehcm)
Control Interface Protocol – GMLAN
The Hydra-Matic 6L90 (production code MYD) is a six-speed automatic transmission produced by General Motors for use in rear- and rear-biased all-wheel-drive vehicles with a longitudinal powertrain orientation. Developed in-house by General Motors, the Hydra-Matic 6L90 is part of the 6LXX family of fuel-saving, electronically controlled six-speed automatic transmissions that succeeded the 5LXX family.
The modular design of the Hydra-Matic 6L90 (MYD) is shared with variants rated for different torque levels to accommodate various engines and vehicle applications. All versions share a unique output gearset configuration that enables it a wider range of ratios than a conventional planetary gearset automatic transmission. This allows the transmission to be tailored for optimal fuel economy while delivering excellent acceleration traits.
The wide overall ratio spread of 6.04:1 allows a “steep” first gear, as well as a very “tall” overdrive top gear for low-rpm highway cruising.
The modular concept of the Hydra-Matic 6L80 centers on the desire for common components and manufacturing tooling for four different size variants of the six-speed family. All versions use three gearsets: a simple input planetary gearset and two output gearsets, one of which is a compound gearset with three pairs of two pinion gears on the output carrier, one pair meshing with the sun gear and the other with the ring gear.
Performance Algorithm Shifting is available on some applications. Performance Algorithm Shifting (PAS) monitors how assertively the driver is using engine output to determine at what engine speed to upshift or downshift.
Driver Shift Control allows the driver to shift the transmission like a clutchless manual gearbox. Electronic safeguards prevent over-revving should the wrong gear position be accidentally selected.
Advances in transmission control modules allow them to exist reliably inside the transmission, where temperatures remain fairly constant compared to a body-mounted module. The transmission and module are assembled together, so no additional steps are necessary during vehicle assembly.
The 6L90's 32-bit transmission control module (TCM) monitors transmission performance and compensates for normal wear in components such as clutch plates, so transmission performance remains consistent for the life of the transmission.
Maximum engine power (gasoline, truck): 452 hp (337 kw)
Maximum engine power (diesel, truck): 300 hp (223 kw)
Maximum engine power (passenger car): 555 hp (414 kw)
Maximum engine torque (gasoline, truck): 531 lb-ft (720 Nm)
Maximum engine torque (diesel, truck): 520 lb-ft (705 Nm)
Maximum engine torque (passenger car): 550 lb-ft (746 Nm)
Maximum gearbox torque: 885 lb-ft (1200 Nm)
Gear Ratios
First: 4.030
Second: 2.360
Third: 1.530
Fourth: 1.150
Fifth: 0.850
Sixth: 0.670
Reverse: 3.060
Maximum shift speed: 6200 rpm
Maximum Validated Weight (GVW): 15000 lb (6803 kg)
Maximum Validated Weight (GCVW): 21000 lb (9525 kg)
7-position quadrant: P, R, N, D, X, X, X (X = available calibratable range position)
Case material: Die cast aluminum
Shift pattern: (2) Three-way on/off solenoids
Shift quality: Five variable bleed solenoid
Torque converter clutch: Variable Bleed Solenoid ECCC
Converter size: 300 mm
Fluid type: DEXRON VI
Fluid capacity with 300 mm converter: 13 liters
Pressure taps available: Line pressure
Assembly sites: GMPT Toledo, Ohio and GMPT Silao, Mexico
Available Control Features
Multiple Shift Patterns (Selectable)
Driver Shift Control (Tap Up / Tap Down)
Enhanced Performance Algorithm Shifting (PAS)
Selectable Tow / Haul Mode
Engine Torque Management On All Shifts
Altitude and Temperature Compensation
Adaptive Shift Time
Neutral Idle
Reverse Lockout
Automatic Grade Braking
OBDII / EOBD Interface
Integral Electro/Hydraulic Controls Module (Tehcm)
Control Interface Protocol – GMLAN
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Tires, Wheels and RPM:
The BFGoodrich 325/65R18 All-Terrain T/A KO has a diameter of 34.6" and a width of 13", it is mounted on a 18" wheel and turns 601 revolutions per mile. All-Terrain T/A KO 325/65R18 tires weigh 70 lbs, have a max load of 3860 lbs, have a maximum PSI of 65 psi, have a tread depth of 16/32" and should be used with a rim width of 9-12". Rolling circumference is 105.424"
Using the numbers above and your two R/P choices (4.10 or 4.56), you end up with the following: (4.10 is first, then 4.56)
5th gear at 55 mph: (construction zone, pulling a long grade or a trailer, etc): 551 rpm at the tire = 1920 engine RPM
6th gear at 65 mph: (presumed average cruising speed, unless your wife is driving): 651 rpm at the tire = 1789 engine RPM
6th gear at 75 mph: (hauling *** to make up time or wife behind the wheel): 751 rpm at the tire, 2065 engine RPM
5th gear at 55 mph: (construction zone, pulling a long grade or a trailer, etc): 2135 engine RPM
6th gear at 65 mph: (presumed average cruising speed, unless your wife is driving): 1990 engine RPM
6th gear at 75 mph: (hauling *** to make up time or wife behind the wheel): 2297 engine RPM
From GM Authority: Indeed, the torque curve of the 6.0L is broad and flat, with approximately 90 percent of peak torque available at only 2,000 rpm.
Without having BMEP or BSFC numbers for the L96, it is a safe bet that peak torque at the lowest RPM is a pretty good cruise RPM for MPG, whilst having plenty of powerband left if you need to pass or accelerate.
Crawl Ratios:
First gear in 6L90, low range in stock NP205 and 4.56's = 75:1 (converter open)
Crawl with a 3.0 Atlas or a 3:1 NP205 conversion from JB FAB: 115:1 on the converter and 55:1 with the converter locked
A 10.34:1 four speed Atlas would get you 400:1 on the converter and 190:1 with it locked.
Almost like having your buggy running again
The BFGoodrich 325/65R18 All-Terrain T/A KO has a diameter of 34.6" and a width of 13", it is mounted on a 18" wheel and turns 601 revolutions per mile. All-Terrain T/A KO 325/65R18 tires weigh 70 lbs, have a max load of 3860 lbs, have a maximum PSI of 65 psi, have a tread depth of 16/32" and should be used with a rim width of 9-12". Rolling circumference is 105.424"
Using the numbers above and your two R/P choices (4.10 or 4.56), you end up with the following: (4.10 is first, then 4.56)
5th gear at 55 mph: (construction zone, pulling a long grade or a trailer, etc): 551 rpm at the tire = 1920 engine RPM
6th gear at 65 mph: (presumed average cruising speed, unless your wife is driving): 651 rpm at the tire = 1789 engine RPM
6th gear at 75 mph: (hauling *** to make up time or wife behind the wheel): 751 rpm at the tire, 2065 engine RPM
5th gear at 55 mph: (construction zone, pulling a long grade or a trailer, etc): 2135 engine RPM
6th gear at 65 mph: (presumed average cruising speed, unless your wife is driving): 1990 engine RPM
6th gear at 75 mph: (hauling *** to make up time or wife behind the wheel): 2297 engine RPM
From GM Authority: Indeed, the torque curve of the 6.0L is broad and flat, with approximately 90 percent of peak torque available at only 2,000 rpm.
Without having BMEP or BSFC numbers for the L96, it is a safe bet that peak torque at the lowest RPM is a pretty good cruise RPM for MPG, whilst having plenty of powerband left if you need to pass or accelerate.
Crawl Ratios:
First gear in 6L90, low range in stock NP205 and 4.56's = 75:1 (converter open)
Crawl with a 3.0 Atlas or a 3:1 NP205 conversion from JB FAB: 115:1 on the converter and 55:1 with the converter locked
A 10.34:1 four speed Atlas would get you 400:1 on the converter and 190:1 with it locked.
Almost like having your buggy running again
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Looks like I am updating Matt's build thread more than he is
Sitting on factory Isuzu leaf springs in the front, Chevy Dana 60 (needs some work still) and 35" BFG's (325/65R18 I think)
Matt is working to locate a Dana 80 (35 spline) from a Dodge pickup, if anyone has one available. A 4.56 gearset is on it's way.
Everything bolted together to check fit and clearance and it all looks good as of right now.
Sitting on factory Isuzu leaf springs in the front, Chevy Dana 60 (needs some work still) and 35" BFG's (325/65R18 I think)
Matt is working to locate a Dana 80 (35 spline) from a Dodge pickup, if anyone has one available. A 4.56 gearset is on it's way.
Everything bolted together to check fit and clearance and it all looks good as of right now.
Attachments
javajoe79
Fabricator
Yeah me too. I've been told that someone figured it out with a stock steering box and some linkage from a semi truck.
Matt has it all laid out and was planning to get the front axle powder-coated this week, along with some other parts, so maybe he will chime in with his design. I know we looked at high steer arms and cross-over steering from the rock crawling world, but I don't remember what was decided. Final install has not been done on the front axle or the steering, so we still have some work to do on that.