1992 FJ80 with 6.5 Turbo Diesel install thread
- Thread starter torfab
- Start date
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Hence the wiring nightmare you speak of... Let me know how that works out for ya, and maybe I'll have you make me a loom!
-A
I am impressed with the wiring!
I chose the easy route and went with the 6.2 and 700R4 trans, no electronics! The 6.5 Turbo was also made without the electronics in 93 I think, to me that would be the way to go. Once I got all my transmission problems sorted it worked great, really couldn't tell any difference between it and an electronically controlled trans.
As far as wiring, I just used a few of the Land Cruiser wires (A/C and alternator mainly) and made my own glow plug loom with a timer, pretty simple stuff.
I am just mentioning all of this so as not to scare people away from the GM 6.2/6.5 engines, they are a great fit in the 80 series and provide plenty of power (even the N/A 6.2)
Good luck, keep us posted.
Rusty
I chose the easy route and went with the 6.2 and 700R4 trans, no electronics! The 6.5 Turbo was also made without the electronics in 93 I think, to me that would be the way to go. Once I got all my transmission problems sorted it worked great, really couldn't tell any difference between it and an electronically controlled trans.
As far as wiring, I just used a few of the Land Cruiser wires (A/C and alternator mainly) and made my own glow plug loom with a timer, pretty simple stuff.
I am just mentioning all of this so as not to scare people away from the GM 6.2/6.5 engines, they are a great fit in the 80 series and provide plenty of power (even the N/A 6.2)
Good luck, keep us posted.
Rusty
alia176
SILVER Star
so, the basic plan is to operate the Toyota instrument cluster lights and the gauges with the GM ECU?
I'm running all the gauges with the 80 stock senders mounted on the 6.5.
Speedo: comes of the x-case, no changes
Tach: grabbed the black wire from the igniter on the DS fender, spliced and run to DS footwell. Serves as the output wire for the sender/converter. The sender is from a magnetic induction pickup from Isspro that mounts to the harmonic balancer. The convertor is an SGI-8 from Dakota Digital that converts the 2 pulse AC signal to a 6 pulse like the igniter puts out...drives the Tach perfectly.
Water: Stock sender mounted in one of the numerous ports (H20 pump IIRC) Also run a mechanical Temp gauge in another port.
Oil Pressure: Stock sender mounted under the intake, there's another port behind the fuel filter to use as well. Was running a mech gauge as well, but since the stock one works well, haven't hooked up the mech one again...
Volts, no change
Fuel: also no change, though I did have to replace the sender since mine sat for 2+ years and rusted something fierce...also installed a couple of Walbro. screened pickups in place of the fuel sock. These are kinda cool since they are designed to close if they suck air...eg, on a steep climb or side hill...
Speedo: comes of the x-case, no changes
Tach: grabbed the black wire from the igniter on the DS fender, spliced and run to DS footwell. Serves as the output wire for the sender/converter. The sender is from a magnetic induction pickup from Isspro that mounts to the harmonic balancer. The convertor is an SGI-8 from Dakota Digital that converts the 2 pulse AC signal to a 6 pulse like the igniter puts out...drives the Tach perfectly.
Water: Stock sender mounted in one of the numerous ports (H20 pump IIRC) Also run a mechanical Temp gauge in another port.
Oil Pressure: Stock sender mounted under the intake, there's another port behind the fuel filter to use as well. Was running a mech gauge as well, but since the stock one works well, haven't hooked up the mech one again...
Volts, no change
Fuel: also no change, though I did have to replace the sender since mine sat for 2+ years and rusted something fierce...also installed a couple of Walbro. screened pickups in place of the fuel sock. These are kinda cool since they are designed to close if they suck air...eg, on a steep climb or side hill...
torfab
Supporting Vendor
- Thread starter
- #46
Chattfj40, nice work on the pump pickup, I never thought of running 2 pickups off the end. I used the stock sock instead, and mounted it firmly to the mechanism.
Yes, all the gauges work with simple sensors on the engine, just like a 350 conversion. It's not that big of an issue really....
The only part of the instrument cluster that will be run by the GM ecu are: check engine light, and something for the glow plug.
Yes, all the gauges work with simple sensors on the engine, just like a 350 conversion. It's not that big of an issue really....
The only part of the instrument cluster that will be run by the GM ecu are: check engine light, and something for the glow plug.
Great build.
You may be able to get a HDJ-81 instrument cluster from G&S Cruiser parts. They are in the vendor section I think. That 80 would have the lower RPM tach and a glow plug light built into it.
I have a 6.5T in my suburban. It's a great engine, although underpowered compared to Duramax and newer diesels. I only notice it when towing heavy loads on long hills. Make sure you have plenty of cooling for the L480E.
You may be able to get a HDJ-81 instrument cluster from G&S Cruiser parts. They are in the vendor section I think. That 80 would have the lower RPM tach and a glow plug light built into it.
I have a 6.5T in my suburban. It's a great engine, although underpowered compared to Duramax and newer diesels. I only notice it when towing heavy loads on long hills. Make sure you have plenty of cooling for the L480E.
torfab
Supporting Vendor
- Thread starter
- #49
I fired it up today, and only had a couple of small issues like a clean PCM ground etc. It starts and runs, no problem. The exhaust still isn't done so it's not able to run for too long.
I still don't have the adapter, but it should show up in the next week or so. Hopefully it doesn't need to be moved after the adaptor is installed.
I still don't have the adapter, but it should show up in the next week or so. Hopefully it doesn't need to be moved after the adaptor is installed.
subscribed!
FJRanger
SILVER Star
Very cool! Subscribed
Nice, Do you know anyone who has used the stock auto from there early 80 ( 1993). Im doing the conversion also and
putting together a 99' 6.5 td w/ a 93 Mech. pump for simplification. I want to use Marks adapter to the stock trani
anyone know if it will hold up, Expidition cruiser/ some rocks.
putting together a 99' 6.5 td w/ a 93 Mech. pump for simplification. I want to use Marks adapter to the stock trani
anyone know if it will hold up, Expidition cruiser/ some rocks.
Diesels build higher torque at lower RPMs. Petrol trannies are built to handle high torque at higher RPMs. To ensure the survivabily of a petrol tranny on a diesel application, you need to have it built to build high pressure at the lower RPMs.
alia176
SILVER Star
This is more of a generic question but is the ratio of the 700R4 any better than the Toyota AT ratios? I hate the jump from 2nd to 3rd in my Toyota AT. It feels like I could use a half step between 2 and 3 gear shifts.
Gear Ratios
Here you go:
A343 AKA lousy non bus post 94 failure waiting to happen
1. 2.804:1
2. 1.531:1
3. 1:1
4. 0.753:1
700R4
1. 2.95:1
2. 1.63:1
3. 1:1
4. 0.70:1
So not quite so big a jump from 2nd to 3rd, low range will make stock gears seem like the next step lower, and the overdrive is better for a diesel application. Pretty ideal for a diesel 80.
Here you go:
A343 AKA lousy non bus post 94 failure waiting to happen
1. 2.804:1
2. 1.531:1
3. 1:1
4. 0.753:1
700R4
1. 2.95:1
2. 1.63:1
3. 1:1
4. 0.70:1
So not quite so big a jump from 2nd to 3rd, low range will make stock gears seem like the next step lower, and the overdrive is better for a diesel application. Pretty ideal for a diesel 80.
Here you go:
A343 AKA lousy non bus post 94 failure waiting to happen
1. 2.804:1
2. 1.531:1
3. 1:1
4. 0.753:1
700R4
1. 2.95:1
2. 1.63:1
3. 1:1
4. 0.70:1
So not quite so big a jump from 2nd to 3rd, low range will make stock gears seem like the next step lower, and the overdrive is better for a diesel application. Pretty ideal for a diesel 80.
What about the 4L80E.... I've herd this is a great choice for a diesel if you can afford the comp, and program it to your shift points...
Also on that note anyone ever think about cramming an Allison into the tunnel? A buddy has a GMC HD2500 with the DMax, the Allison looks smaller then I expected..
-A
the 4L80E has a first gear of 2.48:1, not ideal for wheeling. but i think you can buy an aftermarket lower first. The computer issues would be about a six banana project unless you spend $700.00 on a stand alone computer. They are tough, though.
inkpot
SILVER Star
Howdy! I have been interested in the 6.5 for a long time. Yes, the very first year, 94?, had non-computerized setups. I almost bought one with an NV 4500and brand new clutch. I wanted to drop it into my Piggy. John
