From discussion from the DTLC

>> I have a 1988 4BT, 105 HP rated Cummins.  It has a 3" exhaust... stock.
>
>> Peter Straub
>
>Hey Peter, I'd love to see how it got installed. The 4BT seems to be
>the perfect replacement for the 3B (space, performance and power wise).
>
>Care to tell us more about it? Performance? Fuel economy?
>Installation problems? How long have you had it? Where did it come
>from? How much did it cost? ...

I've researched this engine for a swap for some time.  The engine he has if it has 105hp as claimed probably has the popular rotary VE pump.  About 107hp and about 275 ft/lbs of torque.  Most likely with the SM465 tranny that comes with it, you are going to experience some firewall issues unless you use a longer transmission / bellhousing  like a NV4500 because the exhaust dumps out about an inch from the firewall, or at least that's the case with a FJ55.  The 4BT / 465 I've seen in a 55 required the exhaust to come through the footwell though you could move the entire assembly forward and put a new hole in the floor above the transmission. My speculation on this is because a 6BT and NV4500 fits into a 60 fine with no firewall issues, and from drwaings I've seen it looks like their exhaust exits in the same location.  The 205 t-case that will come with it (along with the 465 4 speed) is very robust but will require a centered rear unless you mate your split case to the 465 a!
nd an adapter I believe is around $500 from Adavance Adapters.  Engine wise, they are loud and rattly, much more so than even a 6BT found in Dodge trucks with relatively sluggish excelleration, possibly worse than a 3B or 2H. The noise can be kept down by keeping fuel input at stock levels and virbation can be counteracted with fierce engine mounts (recommended at all costs) and a heavy duty vibration dampener.  I believe they don't use glow plugs and instead use an ether system like a Unimog.  I have a 4BT factory manual and it makes no reference to glow plugs just ether though some could have glow plugs??  They are also direct injected and probably with no mechanical parts changes could easily reach in excess of 130 HP and 300 ft/lbs of torque which I think would be awesome.  In a 60 there will also probably be plenty of room for an intercooler which will also help.  Most rotary pump designs are governed at about 2500 RPMs so to have highway capabilities you are going to n!
eed a 5 speed.  Even so the engine will not be comfortable much above 2500 RPMs.  So you will need a 5 speed, faster axle gearing, larger tires, or a combination of the three.  I think a H55F would hold up fine if you kept the power down, use a standard Chevy V8 SAE #3 bellhousing adapter for your transmission and you will be OK though you may still experience firewall issues.  Because it is much deeper you will need at least healthy 2-3" suspension lift otherwise the bottom of the engine will hit the axle, I would recommend a spring over axle conversion.  It also sounds like this engine is not in a Cruiser yet Peter?  If it is I'd love to hear details of it. I heard rumors of a guy at Cruise Moab who had one in a 60 but I never saw it.  If so I would love to hear details and I would love to see pictures too.

Andre