Feel free to skip the techy stuff in this post. If you get bored, skip to the end. I’ve attached a gif of a rabbit taking a bath in the sink that is far more entertaining.
This is pretty common knowledge but maybe will help someone understand a little more about clutches.
There is a lot of maths and engineering going into a clutch. This is a really high level thing im going over and not a deep dive in physics and engineering.
Why won’t that exact size gas clutch rated for more power not work in my diesel?
Engines, combustion that is, have variance in how power/torque is delivered. That’s due to combustion intake/exhaust stroke on a 4 stroke gas/diesel engine. The power stroke or pulse happens on fuel detonation and moving the piston down. Since it’s not firing all the time you have a variance in the force (thanks yoda) while other pistons are firing. That variance or pulse is know as a torque pulse or impulse. How does is feel? Smoother delivery or less depending on engine/cylinders.
Here’s some charts explaining some.
This is the power/torque pulses from 3 different engines. I4, V6, V8 for 1 rotation of the crankshaft. This is just high level to understand the lumpy/variance/vibrations that occur between the engine types.
So we see that 4cyl has the biggest variance and vibrational issues inherently. (Not counting vibration dampers, counterweights between engines) Looking at you 4BT. A 3.9L 4bt and a 4.0L grz are similar in displacement, but big differences as we all know, the main being a diesel vs gas, 4cyl vs 6 like the charts show.
Let’s look at a clutch disk. Has friction material on the outside, a splined hub and springs. The hub is free to slightly rotate to handle and get rid of noise vibrations and harshness (nvh) that come from you guessed it, the engine, specifically the crank and all those lovely torque pulses.
You can imagine there is a lot of different clutch’s to handle all the different torque pulses and NVH from each engine. Some overlap, some might work, some definitely won’t work even though the power specs and size is the same.
Take
@AirheadNut clutch for example. He has an LJ78 with a tiny 1.9L VW diesel engine in it ( I’m not size shaming
) and used a 4Runner 5vz performance clutch 3.4L V6 and that VW tore it up. Diesels are torque monsters, and I4s are noisy, NVH speaking.
All that hub rotation, springs, damping has been figured out by smart physics people on what should hold up taking into account this whole meaningless post of NVH, torque pulse etc. there is a lot of cool stuff they are doing with regards to this that I just didn’t want to go down that big rabbit hole.
All that to say I seriously doubt the dtx-169 V6 clutch would hold up very long. The Prado clutch in theory should hold up as it’s been designed to handle diesel torque pulses and NVH all with higher torque and hp. My only concern is the 1GD is a common rail, newer and smoother overall.
As promised:
Confirmed they still hadn’t got one yet. I think it’s time for the 
Plugged in and we started right up. 
