1HD-T Turbo Upgrade Installed & Tested (8 Viewers)

[Dougal]

probably better as you do not have to run full throttle anymore to climb hills.

I'd expect better than stock fuel economy too. But it will likely take a while for these guys diving habits to return to normal.

If you can't get EGT's over 600C then I'd drop some boost to raise them. It takes a lot of power to pump air and there's no point pumping more than you need.

 

[ForealBoreal]

I'm guessing fuel mileage isn't a priority.

a part of me thinks that.
But a part of me thinks that it can help.
I hear of people getting the same and a bit better with a properly tuned turbo depending on the driver. Getting into it sometimes would be nice.

 

[South]

I don't think I need this turbo after all.

I can drive up greenmount hill in 5th gear and accelerate rapidly, with EGTs being low 400s (post)

Towing up Albany Highway, from the intersection in Armadale, I can drive up there in 5th gear also, weighing close to 5t, EGT high 400s (post).

Can also drive up Welshpool Road into Lesmurdie in 5th gear and accelerate rapidly. My last company car (Getz) would have to go back to 3rd gear and my XR6t unlocks in 4th (auto) to maintain speed.

 

[Adam B]

Yes, but Tim is talking about driving that hill with a 12H-T. Yours is a 1HD-FT, I'm guessing?

You're right, though. Nobody needs anything.

 

[Adam B]

I'm guessing fuel mileage isn't a priority.

Fuel economy has never been a priority for me.

The problem is, as Dougal understands, any time I modify anything and realize performance gains, I drive it harder than before. I've never driven for fuel economy, just for the best performance I can get without burning everything up.

 

[gbentink]

Whatever your truck does now, I guarrantee it will be 15-20% earlier boost and quicker response, absolutely no doubt about it.

You have an intercooled 1HDFT, Tims is NOT intercooled and is a 12HT that hasnt had its aneroid spring rate tickled with (with all his vege converstion gear, its REALLY difficlut to access). My 1HDT Auto on 33" tyres could do greenmount in top (0.767 final drive, not 0.88 or 84 like the manual) and that was with another much bigger high flow option. And, running waste vege oil he loses 10% torque! Hardly a comparison to draw from, you must strictly look at before and after for a true comparison. We didnt change fuel settings at all.

I could get 22psi on the old Hi Flow turbo (1HDT) by ~ 1900 (and ~ 7psi @ 1400) and now get 22psi on this 1HDFT at 1400. Its a huge difference. Actually, the boost limit is 22psi, I tested it to 25psi at 1400rpm. Try accelerating in yours from 1500 and I bet the acceleration is not swift. After the new turbo, completely different story

I have driven a manual 1HDFT with 3" exhaust and safari intercooler and they move along VERY well. I was shocked on my first drive, particularly how it had power in the 2500rpm+ range however my 1HDT totally killed the 1HDFT in sub 2400rpm. At 1800rpm it had stacks more torque. The 1HDFT would drive past me after 2500rpm though!. But that was along time ago and my 1HDFTE LX470 was the most suprising ride until a few days ago. After fitting this turbo on the 96 HDJ81 Auto with 35's it beats my FTE even off the mark.

This is important because:

* My FTE puts down 177hp at all 4 wheels (far higher than stock FTE)

* first gear on the 5 speed auto 3.52, 1st gear on Auto 4 speed is 2.45.....

* Its on new 35" rubber, I'm on worn out 31" rubber......

OK, I'm heavier by "x" but still, it fairly hauls.

I dyno it today..... An intercooler is being fitted along with electronic boost controller in coming weeks.

I don't think I need this turbo after all.

I can drive up greenmount hill in 5th gear and accelerate rapidly, with EGTs being low 400s (post)

Towing up Albany Highway, from the intersection in Armadale, I can drive up there in 5th gear also, weighing close to 5t, EGT high 400s (post).

Can also drive up Welshpool Road into Lesmurdie in 5th gear and accelerate rapidly. My last company car (Getz) would have to go back to 3rd gear and my XR6t unlocks in 4th (auto) to maintain speed.

 

[ForealBoreal]

Thanks for the email Graeme!

 

[Tim-HJ61]

How much boost are you running Tim? 21 pounds like your profile says and still no intercooler?

Thanks.

Louis

It's come back a little Louis. GB suggested 1.4 bar or 20 psi would be adequate, so that's what it is now. It doesn't get held at that boost for long, not even long hill climbs such as the one I described before. I think I was at 1 bar or 15 psi boost going up those hills I described, not flat out at all. That's the thing with this setup, I never have to push it hard for long to get good performance.

The intercooler was sitting on the kitchen benchtop (until my wife came home) and the stainless 2 1/2" piping is waiting in the shed to be fabbed up over the next month or so and installed.

Originally Posted by South

I don't think I need this turbo after all.

I can drive up greenmount hill in 5th gear and accelerate rapidly, with EGTs being low 400s (post)

Towing up Albany Highway, from the intersection in Armadale, I can drive up there in 5th gear also, weighing close to 5t, EGT high 400s (post).

Can also drive up Welshpool Road into Lesmurdie in 5th gear and accelerate rapidly. My last company car (Getz) would have to go back to 3rd gear and my XR6t unlocks in 4th (auto) to maintain speed.

Horses for courses South. As others have noted, mine is a 12h-t in a HJ61 body. Prior to fiddling with stuff, installing the bigger exhaust and now fitting the refined turbo, I could NEVER have imagined the performance increase I have now. Specs from Wikipedia for the 12h-t are 312 N·m of torque at 2000 rpm. I get 50% more (450nm), at the wheels, and at 1700/ 1800 rpm. For a 1HD-t specs are 361 N·m of torque at 1400 rpm standard

Your 1HD-t started off at being a more powerful engine than mine, and with the intercooler and other mods, no doubt it goes very well. Increase your standard torque by 50% and it would be 540nm. No comparison with a 12h-t really.

Tim

 

[gbentink]

EDIT: Apologies to AdamB, I posted in the wrong thread.....

 

[gbentink]

EDIT #2: Just found out the lift pump wasnt working, entirely different animal - at least 180HP

EDIT: Apologies to Adam, I meant to post in my own thread....sorry.

Here is the graph - 35" tyres remember. As with all dynoes, you need to look at before and after. This does not show low end torque - promise that will be next time.

That torque peak in the pre turbo change graph is the TC locking up - couldnt get lockup this time, so ignore the peak.

 

[ForealBoreal]

Bad ass!
Just bought a 1hd-t exhaust manifold. Pumped to start piecing stuff together.

 

[ToyRoverlander]

Noob question.. I don't understand the torque value. it's over 900, but surely that's not 900 lbs/ft or 900nm.
How does that work?

 

[Dougal]

Noob question.. I don't understand the torque value. it's over 900, but surely that's not 900 lbs/ft or 900nm.
How does that work?

It's likely tractive force, it can be converted back to wheel torque and engine torque later.

 

[Northside 4x4]

It's likely tractive force, it can be converted back to wheel torque and engine torque later.

Not through an auto it cant.

On a manual you can do a coast down which measures the inertia of the full drivetrain and gives you a pretty good/accurate indication of the losses.

 

[Dougal]

Not through an auto it cant.

On a manual you can do a coast down which measures the inertia of the full drivetrain and gives you a pretty good/accurate indication of the losses.

It can if you can hold it in lockup. I wired a lockup over-ride switch into my only auto car about four years ago. Highly recommended.

 

[gbentink]

Hi Adam,

Hows the 1HDT going?

Last night I took the 1HDFT I have been playing with and after putting it on a dyno dynamics dyno with a 070 ramp rate on 35" tyres, it put 141kW to the wheels I decided to check it on another completely different dyno and do a fixed rpm run. It made 138kw@ 2700rpm and 145kW at 3000rpm at the 35" tyres in 2wd. Boost 1.5Bar. I tried to do a 1600rpm run and load it back to 1400rpm to show the 21psi at 1400, but it would kick back all the time - very frustrating. We will have to hook up a TC lockup over ride switch.

Anyway, thats the limit of the turbo as it is the same spec that you have Adam.

The turbo has been removed and new turbine shaft and compressor wheel along with appropriate turbine and compressor cover mods will be installed and refit tomorrow. Low end will suffer now..... hopefully not too much though and expected to be much better than stock. It is expected that the right boost number will be ~1.7 Bar and feel that will be the limit of the stock injector pump as delivered from Mr Toyoda 157kW at wheels and above would be great.

 

[ozwallaby]

A question to those familiar with dyno operations.... I note ramp rate (070) being quoted here and there on the dyno tests.... while I'm far from knowlegeable on dynos, I understand this is the rate at which the vehicle (hence motor) is allowed to accelerate. What I want to know is what does it actually mean.... is it some mathermatical formula and if so what is it for that ramp rate.... (like at the 070 rate, does that mean that the engine is allowed to accelerate at 200rpm/sec say) and if the rate number is higher, 100 say, does that let the vehicle accelerate more quickly or less quickly....

 

[gbentink]

A question to those familiar with dyno operations.... I note ramp rate (070) being quoted here and there on the dyno tests.... while I'm far from knowlegeable on dynos, I understand this is the rate at which the vehicle (hence motor) is allowed to accelerate. What I want to know is what does it actually mean.... is it some mathermatical formula and if so what is it for that ramp rate.... (like at the 070 rate, does that mean that the engine is allowed to accelerate at 200rpm/sec say) and if the rate number is higher, 100 say, does that let the vehicle accelerate more quickly or less quickly....

A Dyno dynamics operator would know the answer to this one - I only used 070 because thats what a few diesel dyno operators use (been mentioned on the forums) and I wanted a direct comparison.

I for one hate the misleading amount of huge number BS bandied around so quoted that for clarity.

My understanding is that it is approximated to the rate increase, and the lower the number, the longer the run. 070 is not the ramp rate that this dyno mob usually use. Alot of companies go for shorter runs to minimise heat soak and get big numbers. This isnt always a good thing on diesels, especially on setups with well controlled fuelling.

The reason is that since additional fuel is boost related, and boost itself to some measure is fuel related, the circular nature of the relationship means there is a delay to bring the fuel on. This would manifest itself on a short dyno run as not building the set boost level and not achieving the power output.

Interestingly I took the vehicle (I think I mentioned this already) to another reputable dyno whose figures always appear correct and the result was within a few %, so I take comfort in that.

 

[Africa81]

Hi Adam B, I will be on your side of the world sometimes next week from Africa. In Vancouver for about a week. Keen to chat about that turbo CT26 upgrade. If Ok with you you can email me your telephone number so I can call you before. My email address alolli@wananchi.com

 

[Greg_B]

I'll definitely share my results when I start monitoring air/water temps on the Denco IC setup in the next couple of weeks.

And?

What updates or changes to your setup have you done recently. Any feedback now that it's been on a while?

Thanks

gb