Kuboat Engine Adaptor

I purchased a Satoh S650G that is in pretty nice condition, the Mazda Industrial engine needs a timing gear and chain to make it right. The set would set me back $450.00 / $250 for a total of eight hundred US dollars.

That would be doable but not practical if the engine needed a complete overhaul which would more than likely cost close to a couple of grand.



I've decided to replace the Mazda engine with a Kubota V2203 DI, spent the last three days on the phone trying to locate one, plenty of V2203's out there all indirect injected.

Perseverance pays off, this afternoon I found a V2203 DI engine in a scrap yard. The trailer with a Carrier Phoenix Ultra unit from the 90's has a broken back.

The engine is going to set me out of pocket $600.00 Canadian, I'm hoping to borrow a trailer so that I can bring the whole unit home to my shop.

This will happen early this upcoming week.

If there's an interest I will post pictures of the project on how I make the adapter plate used to install the Kubota into the Satoh along with how the clutch is going to be fitted onto the flywheel.

Here are some pictures from another fellow Canadians Kubota implant.

Hy-jack Alert,

Some engine transplants I have done in the past.

Small block Chevy 350 cid into a 1966 ford half tone
Small block Chevy LT1 350 cid into International 3 ton
Small block Ford 221 cid similar engine to the early 260 cid into a 1956 Willys Jeep

Would we be interested in a tractor project with pictures?
Hells yeah!!

Lots of pictures please

Another interesting project you have going here. I'm looking forward to hearing about your progress. Was the donor reefer trailer a wreck or was it put out to pasture because of its age? I would be concerned about the number of hours on the reefer. An innovative solution nonetheless.

Originally Posted by Otto

Another interesting project you have going here. I'm looking forward to hearing about your progress. Was the donor reefer trailer a wreck or was it put out to pasture because of its age? I would be concerned about the number of hours on the reefer. An innovative solution nonetheless.

The donor is sitting at a scrap yard an hours drive from my home, they have several Thermal King units with only one Carrier Ultra. The TK's use an Isuzu engine and I wanted the Kubota that Carrier uses, the majority of trailers they have probably came off the road because of age or inspection issues. One trailer I'm told has a broken back I'm hoping this is the one with the Kubota engine.

In this case older is better even if I have to rebuild the engine, the older engines are direct injection,

Pro's of direct injection the fuel enters directly into the combustion chamber under high pressure which also atomizes the fuel, compression is very high anywheres from 19/1 to 22/1 the high compression ignites the diesel fuel, atomized fuel adds to fuel efficiency plus more power due to a better burn.

Indirect injection brought about over EPA crap is a joke, lower compression, fuel injected into a chamber built into the head at a much lower injection pressure, these engines require the use of glow plugs to start practically year round, the fuel is not atomized but rather dribbled into the chamber which by the way is much colder than a direct injected cylinder. The results are poor fuel economy with less horse power per BTU.

Also it's not wise to lug the rpm''s down under load on the IDI engines, they require high rev's to get that horse power.

All the new Kubota tractors now ship with indirect fuel injected engines, probably everything these days will have the same fuel delivery system. All JUNK.

My old Mack gravel truck had brute power and my D4D cat with a four cylinder diesel also had some awesome pushing power you could lug that engine down to the point it would almost stall out and the **** thing would still keep on pushing a full blade of dirt.

My small Kubota tractor with the three cylinder engine is indirect injection and it's hard on fuel, in the early 90's had a portable welder with the same engine the only difference was that it was direct injection and I could weld for ten hours on five gallons of fuel.

Hope that explains why I wanted the older Kubota engine.

Thanks for the info, Alloy. (For some reason my thanks button is missing.) I can appreciate wanting to stay away from the newer diesels. Lots of desperate people are resorting to black market work arounds for this newer stuff. Reliability problems and expensive to repair.

Originally Posted by Otto

Thanks for the info, Alloy. (For some reason my thanks button is missing.) I can appreciate wanting to stay away from the newer diesels. Lots of desperate people are resorting to black market work arounds for this newer stuff. Reliability problems and expensive to repair.

The newer diesel are built lighter they depend of RPM to get that horse power, this would also explain why the older engines are hard to find and also why used Kubota V2203 DI with ten thousand hours are selling at $2500.00 a pop.

A few days ago spoke with a guy from the Thomas company they manufacture skid steers and other small pieces of equipment, he told me that the plant has been shut down for awhile now and once they start back up will have to install indirect injection diesels and that they would have to modify their engineering design on the new builds to accommodate the oil filter.

On the older engines the filter was located near the front of the engine which would be facing the rear of the machine with easy access once the door had been opened, the new engines have the filter at the very rear of the engine and that two things the filter interfered with the previous design had it fir anyone changing the filter would have to stand on his head or be a magician.

I told him they should just add a filter adapter then relocate the oil filter for easy access.

Had I not found a Kubota engine I would have settled for a Thermal King Isuzu then made my own oil pan then add an oil filter adapter with pressure lines leading to a new location also thought it would be easy to add an oil cooler during the modification.

Since the filter problem was still fresh on my mind I could make like I was a genius talking with the Thomas guy.

It's very possible when you see the new Thomas Skid steer line offered for sale it will have an adapter on the engine with a relocated oil filter.

The top injector is for a Kubota Indirect, the injector is threaded into the head the one below it fits into an injection holder then held in place with a clamp which is secured with two studs with nuts. Both sets of injectors are for the Kubota V2203 engine top set for IDI those below the older direct injected.

Kubota DI engine is home. Taking a coffee break then unload the beast, remove some parts maybe even start the engine later today of tomorrow for sure.

The yard brought over the torch which made this job easy, while the loader was there we hooked a couple of chains onto the engine them cut everything from iunderneath, dropped wight out, whole time spent less than an hour.

Originally Posted by miked

I always enjoy your projects. 73, Mike

Thanks Mike, progress being made. The compressor removed, cut away unnecessary wiring, have battery on charge for tomorrow. There's a couple of solenoids on the fuel system I think the one wired to an oil pressure switch acted as a Murphy, if that is the case I'll have to figure out how to fool the switch into a full oil pressure mode in order to get fuel into the injectors.

The compressor has a nice spline male coupling that mates into a female, I can foresee using this for some future project. As for the compressor it has 6 pistons, the oil circulated through the system with the Freon and this is the reason i removed it from the engine. It would have blown oil all over the shop.

The engine uses two oil filters and one fuel filter exhaust manifold was cast so that the gas could either exit from the top or open up the end, drill two holes and thread them to redirect the exhaust. also looks like the exhaust manifold maybe swapped end for end bringing the rear outlet to the front of the engine.

Fan blade pushes air away from the engine which is bonus, forward air keeps the radiator free of fluff, seeds and snow. When you don;t have a cab forward air also adds to operator comfort during cold.
weather.,

My D4D cat had reversible blades

This has to be the worse machine I ever run, Terex 8230, screaming Jimmy 6 cylinder Detroit diesel, radiator and fan directly behind operators seat. When a final drive blew I cut it up for scrap.

After reviewing the Kubota V2203 service manual, triking the stop / fast idle solenoid is easy all I have to do is disconnect the oil pressure switch then connect a 12 volt lead to each of the two wires.

Originally Posted by Otto

Thanks for the info, Alloy. (For some reason my thanks button is missing.) I can appreciate wanting to stay away from the newer diesels. Lots of desperate people are resorting to black market work arounds for this newer stuff. Reliability problems and expensive to repair.

The donor trailer, it's a 1994 with a 2002 Carrier Transicold that was last licensed in 2013

the v2203 DI should be an SAE #4 bellhousing. I don't know what the mazda is.

Phoenix Casting & Machining, Inc. - Transmission Adapters

try the guys at the above site once you know the mazda bolt pattern.

Originally Posted by lousypirate

the v2203 DI should be an SAE #4 bellhousing. I don't know what the mazda is.

Phoenix Casting & Machining, Inc. - Transmission Adapters

try the guys at the above site once you know the mazda bolt pattern.

The SAE bell housing gets tossed, in its place a one inch thick steel plate gets bolted to the V2203, the Mazda bolt pattern is transferred to the plate. Flywheel gets machined in thickness, pilot bearing added then holes drilled to fit the Mazda pressure plate.

Everything gets done in house from my shop with the exception of cutting the one inch plate.