And, thus; so ended the generic prep phase of this transplant.
Now let's talk about some key similarities, differences, problem areas and their solutions specific to adapting this power train to a late model US spec LX450.
- Like all other HD diesel engines, the basic footprint fits into a 80-Series LX450, or their lowly FZJ brethren, fairly easily; the engine pedestals mate up nicely. I did have to swap the RH 100-series engine mount with a HDJ80 mount due to the different frame widths (I'm talking about the cast iron mount; not the rubber isolator mount).
- The transmission crossmember mating/alignment is a slightly different matter with some considerations (discussed later) but I was able to get everything lined up correctly and was even able to re-use my original driveshafts with no modification.
- The diesel radiator and fan shroud are diesel specific as the water pump is in a slightly different location from the gas version. Some people have been able to rig solutions to keep the petrol radiator by fabbing brackets to adapt the diesel radiator. I opted to buy the correct diesel radiator and shroud so everything was bolt in.
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- For the fuel system, all that was required was dropping the fuel tank and removing the filler neck (which required cutting into two pieces). The restrictor was cut out of the fuel neck and I swapped the EFI petrol fuel pump assembly with a diesel specific pickup I found on the classifieds. I made up my own hard lines using the original as a template.
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- I bought a HDJ80 vacuum canister, fuel filter bracket, and a couple other HDJ80-specific parts to make everything easier.
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- For exhaust you can either buy a HDJ80 aftermarket exhaust system or fab your own. I opted to make my own because I enjoy the process and didn't care for how the aftermarket stuff was routed.
- The late-model FTEs actually came with a MAF in the air cleaner lid. Since I planned to use a HDJ80 air cleaner lid, I needed to come up with a solution. Luckily the Denso MAF used on this engine is the same form factor used in Chevy Duramax engines so I was able to find a weld-on bung to a 3" pipe union (just be sure you don't put it in upside down).
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There are some specific considerations unique to the A750F 5-speed auto too. The 5 speed was introduced with the newer 100 series so there are some challenges presented in making this transmission work in a 80-Series.