1996 80 series gettin a 1HD-T engine finally.

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Update

Hey everyone,

Sorry somehow I havn't been seeing my own build thread.

I,v got over 20k miles on the truck now and things are great. I am averaging around 20MPG and power is getting better all the time. Just been adjusting the fuel and boost and now the truck is more like a small car than a heavy Diesel.

In the process of an intercooler and possible turbo upgrade so I can't wait to see the results.

To register a truck in Nevada could you purchase an out of state truck with the engine already in it? might be a way around the Reg's.

you would have to have a friend you could trust with the paperwork. sell them the truck on paper and buy it back as a diesel???

Just a thought.

I'll try to post some updated pics this week. I love my truck and you couldn't give me a cummins for free. I like to be able to talk inside my truck!

plus it is so cool!!!!!!!

Terry
 
you can drive your 1HD-T all day long on 3K plus rpm .. but I don't like it and you will see your fuel needle going down ..

The sweet spot it's around 2200 - 2600 rpm .. full boost, plenty torque available too .. the issue with Toy trannys ( H150 and H151 ) they don't help in HW ..

If you're going big on tires .. to lower your rpm with stock gearing you will need to go on more fuel and more boost .. means economy it's not going to be any better, much more if you are lifted, and armored with few " extra " pounds in your Cruiser ..

It's my best advice .. don't do the swap looking for economy .. do it coz you like it .. and enjoy everything else around it ..
 
I dont understand the economy talk? Can only go off what I know (litre per 100 k's) or (Kilometres per litre) and convert it to US gallons/miles. Averages - 1FZFE 17.5 litres per 100, 1HDT 11.5 litres per 100. Both with 35's and 4.1 diff gears. Theres a 280 kilometre difference for each main tank (174 miles).
 
beno said:
Yup. Which is the reason why we will only be doing 1HZ or 1HD-T conversions in the future.

The -FT/FTE conversions waste a lot of time and energy on ******* wiring....hours of it.
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Haha, tell us how you really feel...

I would love a diesel one day. Where does one begin the search for a 1HZ or a 1HD-T?

Also, as far as I know the 1HZ is not a turbo model, do you guys make turbo kits for that engine?
 
devildogcruiser25 said:
Haha, tell us how you really feel...

I would love a diesel one day. Where does one begin the search for a 1HZ or a 1HD-T?

Also, as far as I know the 1HZ is not a turbo model, do you guys make turbo kits for that engine?
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Definitely being quite honest IMHO.

The 1HZ and 1HD-T share almost all of the same mechanical components, same starter, same ALT, and same water pump depending on application ( 80/105/100/7x series)

It's a 3-wire system to make the engine run, either in the 1HZ or the 1HD-T.
 
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beno said:
Yup. Which is the reason why we will only be doing 1HZ or 1HD-T conversions in the future.

The -FT/FTE conversions waste a lot of time and energy on ******* wiring....hours of it.
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What's different about the FT? I always thought it was just a 1HD-T with 24 valves?
 
Douglas S said:
What's different about the FT? I always thought it was just a 1HD-T with 24 valves?
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The electronics in the 1HD-FT kill it as a viable swap due to the LH/RH swap that has to occur to make it run correctly...it's not as easy as it sounds....

Other folks like Tor Fab can make this swap happen seemlessly...right now, we don't see the benefit when dealing with half-cuts which is what we have when dealing with the electronic 24valves.
 
torfab said:
The wiring is what makes it fun! If you are just bolting parts together then it's not challlenging. The FT is almost the same as a 1HD-T though (Unless you have a computer controlled transmission), it's the FTE that gets a little more involved.
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ding, ding, ding bro...

You can have the -FT/FTE variants....

I'm sticking to the old metal bro...1HZ/1HD-T's...

You must pay your guys better.

;)
 
Tapage said:
you can drive your 1HD-T all day long on 3K plus rpm .. but I don't like it and you will see your fuel needle going down ..

The sweet spot it's around 2200 - 2600 rpm .. full boost, plenty torque available too .. the issue with Toy trannys ( H150 and H151 ) they don't help in HW ..

If you're going big on tires .. to lower your rpm with stock gearing you will need to go on more fuel and more boost .. means economy it's not going to be any better, much more if you are lifted, and armored with few " extra " pounds in your Cruiser ..

It's my best advice .. don't do the swap looking for economy .. do it coz you like it .. and enjoy everything else around it ..
Click to expand...

Still want to find out more about eco from 1hdt vs fze. Mine is lifted 5", 35 muds, manual and stock 4.1 gearing. Bar work, dual batt, drawers, winches etc. = 20.4 us mpg. Doesnt even make full boost at 60, 7-8psi 2200 rpm. Had 3 fze's = 13.5 us mpg.
 
TheBigBoy said:
Still want to find out more about eco from 1hdt vs fze. Mine is lifted 5", 35 muds, manual and stock 4.1 gearing. Bar work, dual batt, drawers, winches etc. = 20.4 us mpg. Doesnt even make full boost at 60, 7-8psi 2200 rpm. Had 3 fze's = 13.5 us mpg.
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the petrol will never beat the diesel variants...US or AUS specs. the 1FZ is a gas hog designed in the 1980s...the diesels were designed to run industrials machines for years on end in manufacturing plants. Toyota only adapted them for passenger use in LC's and Coasters after the fact....same with the 1FZ variants worldwide, which is why toyota jad so many different market varients of diesel and petrol engines...

All petrol variants from 1990 onward were of 1FZ and 2UZ engines (where they had good petrol). All diesel variants from 1990 onward were either 1HZ/1HD-T variants in developing markets and electronically controlled everywhere else (1HD-FT/FTE) engines.

Either way, gas mileage on any of the variants was not an issue when petrol or diesel was less than $2.00 per gallon average globally throughout the 1990's.

s*** changed significany as fuel economy concerns worldwide started ramping up in first world markets in the early 2000's. Hence the turbo diesels disappeared and the petrol 1FZ variants existed only in s***ty developing markets.

Toyota ain't stupid when it comes to combining engineering, money, and global market rationalization....why do you think the 7x series only exists in certain markets with very limited engine choices (1HZ/1GR-FE/1VD-FTV twin turbo and single and none at all) and Toyota has pretty much upscaled all wagon LC's?

This ain't rocket science folks...Toyota is out to make money, first and foremost, and all market specific design and vehicle decisions are based on that alone...nothing else.

Toyota doesn't give a s*** about LC fans worldwide....or MKIII or MKIV Supra fans... they *want* us clamoring around for parts for swaps and conversions, and hassles regarding registering illegal engines.

It creates mystique, it creates demand, it creates the most important thing: hyponotic value for a life style that is slowly dying out....that's the truth.
 
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Thanks Beno, Didnt know what you guys where doing to your fze's to get them anywhere near comparable, economy wise.

Why wouldnt you run 35's with stock gears? The dt's love it. Im 8kph off on the speedo.
 
I want a 1HD-T for no other reason than the increased range off road. Its amazing the improvement in mileage between a gasser and a diesel in low range and slow trails the diesels just sip the fuel the 1fz is like a like a Alcoholic in a bar on $2 pint night.

Oh as a note the 1hd-t's reliability a friend I was visiting in the UK last month has a 93 HDJ81 with 500k miles on it all original, they just had the tranny redone last spring. That was the first major repair its needed since new. They now have a 2009 200 series with the twin turbo V8 Diesel and man we are missing out, what an amazing engine and truck that is. The 81 is still there main off road truck for there trips to Morroco and Africa.
 
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