1KD-FTV Hilux for global travel (1 Viewer)

[dontpanic]

Hi!

This is my first post so please be patient with me.

I’m a full-time nomad living and travelling (currently through the Balkans) in a 2020 MB Sprinter 4x4. Long story short, I have some much more ambitious travels in mind (Central Asia, Africa, S. America) and the Sprinter isn’t the right vehicle for such trips (too modern, too many electronics, Euro 6 [DPF + adblue], etc.).

So I’m planning on selling it and putting a camper shell on a Toyota. My ideal base would be a Land Cruiser HZJ75 (4.2L, naturally aspirated), but they’re hard to come across here in Europe, and thus, ridiculously expensive.

So I’m leaning towards a Hilux. My top contender ATM is the 3.0 1KD-FTV, which seems to strike a decent balance between having enough grunt and power to drive more like a car and less like a tractor (I’ll be doing plenty of off-roading, but also thousands of miles of on-road driving), having decent fuel efficiency, but being an earlier implementation of Toyota’s common-rail engines, with less electronics than its more modern counterparts. I’ve read in more than one place that it’s “the last of the good ol’ Toyota engines”. Does this ring true?

Reliability and serviceability (and finding spares) are important considerations, as is its ability to cope with the low-quality, high-sulfur diesel found in much of Central Asia and parts of South America. If I end up buying this model, I’ll be removing the DPF and EGR, and installing a fuel pre-filter with a water decanter (although that last one is a must no matter the vehicle).

If anyone has some feedback on this engine’s suitability for a trip around the globe, in varying conditions, climates, altitudes and access to quality (or even filtered) fuel, I’d greatly appreciate it. Would a fuel pre-filter be enough? Might I have issues with the injectors?

The other contender, which is probably more hardy and better-suited for low-grade fuel, is the 3L, indirect-injection 1KZ-TE (I know there are several threads already comparing these two engines; I’ve read all of them, but none of them touch on this particular use-case/scenario). The problems I see with this option is that they’re hard to come across in Europe, and a vehicle isn’t only the engine…a 35-40 year-old Hilux that’s in good condition overall (chassis, rust, drivetrain, etc) is a difficult find. The only ones I’ve found were either in pretty bad shape, or being sold at collector item price.

On the other hand…maybe I’m fixated on a diesel engine here and shouldn’t be? I know that in Iran, Uzbekistan, Venezuela, Bolivia, it can be hard to come across diesel so…what gasoline engines might be a good alternative? The 5VZ-FE looks like a good candidate but…also hard to come across.

Any thoughts? Thanks in advance!
and sorry for the lengthy post…

 

[Eurasiaoverland]

I've clocked up more than a quarter of a million kilometres in Asia and the Former USSR, mostly in an old Hilux (with a 2L engine, very underpowered for highway driving but very low tech and economical) and a Hilux Surf with the 3RZ-FE, which I reckon is one of the best engines Toyota has ever made. The 1KD-FTV was a bit advanced back in 2005ish when I was looking for a diesel vehicle. I now however live in SE Asia where that engine is very common - I would say it's rugged enough for overland travel and far more powerful than previous generations of diesel. High sulphur will not be an issue. I would not call it the last of the good old diesels - they already have an ECU and are therefore modern, computer controlled engines. Read up on injector problems and cracked pistons which were not so uncommon in early examples of this engine, but I think the later versions are fine (with maintenance).

I would avoid the 1KZ-T(E) like the plague, in the UK and here in SE Asia they have a well earned reputation for overheating and cracking heads - that does not mean that they can't work, but they are too sensitive in my opinion to be a reliable engine. The 1KD is a direct injection engine and far superior.

I was thinking to buy a third overland vehicle with a 5VZ-FE - they seem to be similarly flawless to the 3RZ-FE, with more power but significantly higher fuel consumption. You can find them in Europe in the 90 Series Prados (LC Colorados) but most have auto transmissions which would certainly not be my choice. They are a simpler engine than the 1KD (nothing like the high pressure common rail pump), the trade off is economy.

I decided to go diesel for a third vehicle in the end - a BJ60, though I am swapping the underpowered 3B for a 15B-T which in my opinion really is the last of the good old diesels, along with the 1HD-(F)T. Have you considered an 80 Series with that engine?

EO

 

[Tsvigo]

Hi!

This is my first post so please be patient with me.

I’m a full-time nomad living and travelling (currently through the Balkans) in a 2020 MB Sprinter 4x4. Long story short, I have some much more ambitious travels in mind (Central Asia, Africa, S. America) and the Sprinter isn’t the right vehicle for such trips (too modern, too many electronics, Euro 6 [DPF + adblue], etc.).

So I’m planning on selling it and putting a camper shell on a Toyota. My ideal base would be a Land Cruiser HZJ75 (4.2L, naturally aspirated), but they’re hard to come across here in Europe, and thus, ridiculously expensive.

So I’m leaning towards a Hilux. My top contender ATM is the 3.0 1KD-FTV, which seems to strike a decent balance between having enough grunt and power to drive more like a car and less like a tractor (I’ll be doing plenty of off-roading, but also thousands of miles of on-road driving), having decent fuel efficiency, but being an earlier implementation of Toyota’s common-rail engines, with less electronics than its more modern counterparts. I’ve read in more than one place that it’s “the last of the good ol’ Toyota engines”. Does this ring true?

Reliability and serviceability (and finding spares) are important considerations, as is its ability to cope with the low-quality, high-sulfur diesel found in much of Central Asia and parts of South America. If I end up buying this model, I’ll be removing the DPF and EGR, and installing a fuel pre-filter with a water decanter (although that last one is a must no matter the vehicle).

If anyone has some feedback on this engine’s suitability for a trip around the globe, in varying conditions, climates, altitudes and access to quality (or even filtered) fuel, I’d greatly appreciate it. Would a fuel pre-filter be enough? Might I have issues with the injectors?

The other contender, which is probably more hardy and better-suited for low-grade fuel, is the 3L, indirect-injection 1KZ-TE (I know there are several threads already comparing these two engines; I’ve read all of them, but none of them touch on this particular use-case/scenario). The problems I see with this option is that they’re hard to come across in Europe, and a vehicle isn’t only the engine…a 35-40 year-old Hilux that’s in good condition overall (chassis, rust, drivetrain, etc) is a difficult find. The only ones I’ve found were either in pretty bad shape, or being sold at collector item price.

On the other hand…maybe I’m fixated on a diesel engine here and shouldn’t be? I know that in Iran, Uzbekistan, Venezuela, Bolivia, it can be hard to come across diesel so…what gasoline engines might be a good alternative? The 5VZ-FE looks like a good candidate but…also hard to come across.

Any thoughts? Thanks in advance!
and sorry for the lengthy post…

power , fuel efficient 1kd is the go, then another level is the 1/2GD.
i'm very familiar with commonrail engines. 4JJ1, 4D56 commrail , 4M41, YD25TDI, 1KD 2KD.
overall i do really like the 4JJ1 simple tune 250hp easy, 1kd maximum 210hp.
i've been racing with these engines for a very long time. reliability, as i can say do the maintenance and it will work as intended.
if ur in search for low torque, 15B is your friend. depend what u want to do with it.

 

[Tsvigo]

I've clocked up more than a quarter of a million kilometres in Asia and the Former USSR, mostly in an old Hilux (with a 2L engine, very underpowered for highway driving but very low tech and economical) and a Hilux Surf with the 3RZ-FE, which I reckon is one of the best engines Toyota has ever made. The 1KD-FTV was a bit advanced back in 2005ish when I was looking for a diesel vehicle. I now however live in SE Asia where that engine is very common - I would say it's rugged enough for overland travel and far more powerful than previous generations of diesel. High sulphur will not be an issue. I would not call it the last of the good old diesels - they already have an ECU and are therefore modern, computer controlled engines. Read up on injector problems and cracked pistons which were not so uncommon in early examples of this engine, but I think the later versions are fine (with maintenance).

I would avoid the 1KZ-T(E) like the plague, in the UK and here in SE Asia they have a well earned reputation for overheating and cracking heads - that does not mean that they can't work, but they are too sensitive in my opinion to be a reliable engine. The 1KD is a direct injection engine and far superior.

I was thinking to buy a third overland vehicle with a 5VZ-FE - they seem to be similarly flawless to the 3RZ-FE, with more power but significantly higher fuel consumption. You can find them in Europe in the 90 Series Prados (LC Colorados) but most have auto transmissions which would certainly not be my choice. They are a simpler engine than the 1KD (nothing like the high pressure common rail pump), the trade off is economy.

I decided to go diesel for a third vehicle in the end - a BJ60, though I am swapping the underpowered 3B for a 15B-T which in my opinion really is the last of the good old diesels, along with the 1HD-(F)T. Have you considered an 80 Series with that engine?

EO

i pull out the 1kz from my prado and put in a 1kd because of the getting hot problems. then we are neighbors, i'm from sabah.

 

[Eurasiaoverland]

i pull out the 1kz from my prado and put in a 1kd because of the getting hot problems. then we are neighbors, i'm from sabah.

Hi neighbour! I have made a couple of trips now to KK for parts, I bought my 15B-T from a Megacruiser half-cut in Inanam last year

I'm making an assumption here, but from the nature of the question I'm reading that the OP is not looking to do an engine swap etc. In some European countries, a vehicle must retain it's original engine (or at least engine block with serial number).

Another problem in Europe is that new generation diesels will be burdened with major emissions control equipment (EGRs, cats, DPF, Ad blue etc etc) while the same vehicles here in Asia may have little or no such crap.

 

[dontpanic]

Hi and sorry for the delay!

I've clocked up more than a quarter of a million kilometres in Asia and the Former USSR, mostly in an old Hilux (with a 2L engine, very underpowered for highway driving but very low tech and economical) and a Hilux Surf with the 3RZ-FE, which I reckon is one of the best engines Toyota has ever made. The 1KD-FTV was a bit advanced back in 2005ish when I was looking for a diesel vehicle. I now however live in SE Asia where that engine is very common - I would say it's rugged enough for overland travel and far more powerful than previous generations of diesel. High sulphur will not be an issue

That's great to hear, thanks! And the engine being widespread is good news too in terms of reparability and finding spares!

Read up on injector problems and cracked pistons which were not so uncommon in early examples of this engine, but I think the later versions are fine (with maintenance.

Thanks! Yeah, I have done, I'll probably change the injectors as soon as I buy it, before starting with the build.

I would avoid the 1KZ-T(E) like the plague, in the UK and here in SE Asia they have a well earned reputation for overheating and cracking heads - that does not mean that they can't work, but they are too sensitive in my opinion to be a reliable engine. The 1KD is a direct injection engine and far superior.

i pull out the 1kz from my prado and put in a 1kd because of the getting hot problems. then we are neighbors, i'm from sabah.

I was under the impression that being indirect injection, it would be tougher and less susceptible to bad-quality diesel, but I've heard about the bad reputation you mentioned in several different places. I was under the impression that keeping engine temps in check should be enough to prevent such issues, and while less efficient and powerful than the 1KZ, it should be a more reliable engine for overland travels. But since it really isn't too feasible an option for me anyway (availability and general condition of the vehicles I've found that have it), I'm glad to hear the 1KD is a better option anyway.

I was thinking to buy a third overland vehicle with a 5VZ-FE - they seem to be similarly flawless to the 3RZ-FE, with more power but significantly higher fuel consumption. You can find them in Europe in the 90 Series Prados (LC Colorados) but most have auto transmissions which would certainly not be my choice. They are a simpler engine than the 1KD (nothing like the high pressure common rail pump), the trade off is economy.

I decided to go diesel for a third vehicle in the end - a BJ60, though I am swapping the underpowered 3B for a 15B-T which in my opinion really is the last of the good old diesels, along with the 1HD-(F)T. Have you considered an 80 Series with that engine?

The VZ series definitely has a reputation for reliability, but unfortunately, gasoline Hiluxes are proving pretty hard to come by...so I'm afraid it might have to be a diesel. Unless I were able to fork out enough for a 4.0, V6 GRJ 79, which seem to be pretty readily available...

I'll keep looking and see if I can find anything with a 5VZ-FE or 15b-t , as there are a number of countries in Central Asia and LatAm where finding diesel can be a little tricky, but I won't give my hopes up...

 

[dontpanic]

power , fuel efficient 1kd is the go, then another level is the 1/2GD.
i'm very familiar with commonrail engines. 4JJ1, 4D56 commrail , 4M41, YD25TDI, 1KD 2KD.
overall i do really like the 4JJ1 simple tune 250hp easy, 1kd maximum 210hp.
i've been racing with these engines for a very long time. reliability, as i can say do the maintenance and it will work as intended.
if ur in search for low torque, 15B is your friend. depend what u want to do with it.

Thanks for the extra confirmation on the 1KD! I have a friend who was a mechanic at the Dakar for a number of years, and said the same--that if treated properly, the 1KD are hardy and reliable (racing in the desert at 50º C temps isn't a bad endurance test hehe).

Is the 1GD in the same "class" though? We're talking about the 2.8l that was first introduced in the Hilux in 2015, right? Is it a proven and reliable enough engine? Although if they're mounting it in the LC J70, I reckon it ought to be... (I guess they waited until it was proven enough on the Hilux, Fortuner, HiAce, etc. for years before mounting it in the LC J70...).

The 2GD, I have heard very good things about in terms of reliability, but it might be a bit underpowered for what I plan on doing (fully built-out camper shell for long-term travel; the aim is not to exceed 3200 kg fully loaded, with full water & fuel tanks, etc).

The 15B sounds tempting, but for a heavyish build, might lack a but of grunt, and at the same time...could be tricky to come across. The same with the 4JJ1, which I'm not sure I've ever seen in a Hilux in Europe

 

[dontpanic]

I'm making an assumption here, but from the nature of the question I'm reading that the OP is not looking to do an engine swap etc. In some European countries, a vehicle must retain it's original engine (or at least engine block with serial number).

Another problem in Europe is that new generation diesels will be burdened with major emissions control equipment (EGRs, cats, DPF, Ad blue etc etc) while the same vehicles here in Asia may have little or no such crap.

You are correct: I'm based in Spain and any mods to the vehicle are a pain in the ass to legalize. I was initially considering a LC HZJ79 but apparently they can't even be legalized in Spain nowadays (because of emissions). Not sure if a BJ 75 can either...

Not looking to do an engine swap, no; I need to keep things mechanically as stock as possible (probably only a modest engine remap, more powerful alternator, lockers, shocks, the usual suspects...)

It's always a tradeoff...pre-DPFs are better for overlanding (and the engine overall), but there are increasingly more limitations in terms of entering cities with any pre-Euro 4....

Newer 1KDs come equipped with EGR and DPF, from what I'm aware of, right? Those will definitely be removed before leaving the country...

 

[Tsvigo]

Thanks for the extra confirmation on the 1KD! I have a friend who was a mechanic at the Dakar for a number of years, and said the same--that if treated properly, the 1KD are hardy and reliable (racing in the desert at 50º C temps isn't a bad endurance test hehe).

Is the 1GD in the same "class" though? We're talking about the 2.8l that was first introduced in the Hilux in 2015, right? Is it a proven and reliable enough engine? Although if they're mounting it in the LC J70, I reckon it ought to be... (I guess they waited until it was proven enough on the Hilux, Fortuner, HiAce, etc. for years before mounting it in the LC J70...).

The 2GD, I have heard very good things about in terms of reliability, but it might be a bit underpowered for what I plan on doing (fully built-out camper shell for long-term travel; the aim is not to exceed 3200 kg fully loaded, with full water & fuel tanks, etc).

The 15B sounds tempting, but for a heavyish build, might lack a but of grunt, and at the same time...could be tricky to come across. The same with the 4JJ1, which I'm not sure I've ever seen in a Hilux in Europe

For low torque request 15B , easy 6++ nm torque all day long. I stay with 1kd because I’ve been racing with commonrail for a very long time. I’m from Malaysia, I’ve never seen piston cracked unless it is tuned incorrectly. Reliability all of the commonrail engine are really good. 4JJ1 is very easy to make 250hp anytime all day long with the standard hard parts. I think in Europe they are in the isuzu elf/npr?

 

[Eurasiaoverland]

I was under the impression that being indirect injection, it would be tougher and less susceptible to bad-quality diesel, but I've heard about the bad reputation you mentioned in several different places. I was under the impression that keeping engine temps in check should be enough to prevent such issues, and while less efficient and powerful than the 1KZ, it should be a more reliable engine for overland travels. But since it really isn't too feasible an option for me anyway (availability and general condition of the vehicles I've found that have it), I'm glad to hear the 1KD is a better option anyway.

The early development from indirect injection (so talking Land Cruisers, engines like the 13B, 1HD-T and -FT) to direct injection involved no real increase in complexity. The injection pump output runs at slightly higher pressure but using exactly the same technology as earlier indirect injection units. The engine architecture however is far stronger and good base for turbocharging. There are absolutely no advantages to indirect injection compared to direct injection (aside from initial manufacturing cost). The step to D4D or 'common rail' injection necessitated a closer tolerance, higher pressure fuel pump (hence less tolerant to bad fuel) and electronic injectors (hence an ECU) and these additional factors can be considered a disadvantage in terms of ruggedness (though bring significant improvements in power and efficiency). The 1KD is such an engine.

Sadly, Toyota never put a pre-common rail, direct injection 4 cylinder diesel in a Hilux. You will only find a 14B or 15B in a Coaster bus, a Dyna light truck or a Megacruiser. But unless you are heading for the most remote parts of Africa, I would think the 1KD is fine. For me personally, I don't want the electronics of an ECU, so I prefer to have a less efficient 15B-T compared to a 1KD-FTV.

There is nowhere in Asia where diesel availability is a major issue. It used to be that you had to buy diesel on the black market in rural Uzbekistan, but this 'problem' was more about European tourists aghast at having to source fuel from the informal economy. I asked taxi drivers and got some from someone's home stash. I also don't think this a problem any longer. The one place where diesel is an issue is Lebanon, which bans the entry of pre-DPF diesels.

 

[GreenPump]

I can second that the 5VZ is a great engine. I drove a 98 tacoma with this engine past 290,000 miles (450,000 km), and it still ran like new when I sold it.

I am partial to the 3L, despite being somewhat of a slug on the highway. It will take low quality fuel without a hiccup. And VERY easy to work on.

 

[dontpanic]

The early development from indirect injection (so talking Land Cruisers, engines like the 13B, 1HD-T and -FT) to direct injection involved no real increase in complexity. The injection pump output runs at slightly higher pressure but using exactly the same technology as earlier indirect injection units. The engine architecture however is far stronger and good base for turbocharging. There are absolutely no advantages to indirect injection compared to direct injection (aside from initial manufacturing cost). The step to D4D or 'common rail' injection necessitated a closer tolerance, higher pressure fuel pump (hence less tolerant to bad fuel) and electronic injectors (hence an ECU) and these additional factors can be considered a disadvantage in terms of ruggedness (though bring significant improvements in power and efficiency). The 1KD is such an engine.

Wow, that's very useful info I wasn't aware of, thanks! I thought there was a greater leap from indirect injection to the 1KD (also in terms of fuel pressure), but I guess I was thinking of the more modern, high-pressure common rail engines. That's very good news then!

Sadly, Toyota never put a pre-common rail, direct injection 4 cylinder diesel in a Hilux. You will only find a 14B or 15B in a Coaster bus, a Dyna light truck or a Megacruiser. But unless you are heading for the most remote parts of Africa, I would think the 1KD is fine. For me personally, I don't want the electronics of an ECU, so I prefer to have a less efficient 15B-T compared to a 1KD-FTV.

Yeah, no pre common-rail direct injection is a shame. I owned a 1989 Hymer RV for a number of years, based on a Fiat Ducato chassis, with a Sofim 2.5L TD, direct-injection engine, and that thing was rock solid.

Coasters and Dynos are near impossible to come across here. It really is a shame I can't find any of the more rugged gasoline engines here in Europe (if I can find anything that isn't diesel in the 1st place). All that seems to be available is the 1GD, the 2GD (I've heard good things about the latter, but it's more modern than what I'm after, a bit underpowered for a 3t camper, I don't think I would want to tune a 2.4l engine for an extra 30hp), and the 2.5l 2KD ...

It's already proving difficult to find a 1KD with a manual gearbox...

But find one I will!

There is nowhere in Asia where diesel availability is a major issue. It used to be that you had to buy diesel on the black market in rural Uzbekistan, but this 'problem' was more about European tourists aghast at having to source fuel from the informal economy. I asked taxi drivers and got some from someone's home stash. I also don't think this a problem any longer. The one place where diesel is an issue is Lebanon, which bans the entry of pre-DPF diesels

Thanks!
I've read (on the caravanistan forums) something along those lines, and a few friends who are crossing Central Asia with diesel vehicles haven't run into any problems so far (except in Iran, where you might have to wait for a while for a while for truck driver to let you refuel "on the side"). So it's good to receive extra confirmation that's it isn't much of an issue.

And kudos for the info on Lebanon (even if it isn't on my radar ATM.... Definitely not a good time to visit)

 

[Tsvigo]

The early development from indirect injection (so talking Land Cruisers, engines like the 13B, 1HD-T and -FT) to direct injection involved no real increase in complexity. The injection pump output runs at slightly higher pressure but using exactly the same technology as earlier indirect injection units. The engine architecture however is far stronger and good base for turbocharging. There are absolutely no advantages to indirect injection compared to direct injection (aside from initial manufacturing cost). The step to D4D or 'common rail' injection necessitated a closer tolerance, higher pressure fuel pump (hence less tolerant to bad fuel) and electronic injectors (hence an ECU) and these additional factors can be considered a disadvantage in terms of ruggedness (though bring significant improvements in power and efficiency). The 1KD is such an engine.

Sadly, Toyota never put a pre-common rail, direct injection 4 cylinder diesel in a Hilux. You will only find a 14B or 15B in a Coaster bus, a Dyna light truck or a Megacruiser. But unless you are heading for the most remote parts of Africa, I would think the 1KD is fine. For me personally, I don't want the electronics of an ECU, so I prefer to have a less efficient 15B-T compared to a 1KD-FTV.

There is nowhere in Asia where diesel availability is a major issue. It used to be that you had to buy diesel on the black market in rural Uzbekistan, but this 'problem' was more about European tourists aghast at having to source fuel from the informal economy. I asked taxi drivers and got some from someone's home stash. I also don't think this a problem any longer. The one place where diesel is an issue is Lebanon, which bans the entry of pre-DPF diesels.

I never heard of diesel availability problems, except that I’m from Malaysia. I love 15B I do have one before. I still want it in the future. Just not 13B-T , 3L ,1KZ . If I couldn’t find a 15B, there’s BD30, 4JB1 ,4HJ1. Things like that I will choose. Or if I have the time again I will swap in. A M57 or NO4C. These commonrail engines are phenomena. For me atleast .

 

[Tsvigo]

er

 

[BabaJedi]

Interesting thread. I own a 2009 KUN26 Hilux with 1KDFTV engine and AT. MT ones are not imported to Turkiye. These ones are produced/assembled in South Africa not in Thailand and very much preferred by off-road enthusiasts in Turkiye.
Mine has 340K km on it and now problems with the engine. The only serious problems I had was with the turbo and the injector pump. Those parts are serviced and internals are replaced. I'm planning to put new turbo and injector pump near 400K km.

I run 2" Old Man EMU suspension lift with 32,5" A/Ts and a wedge camper at the back.

I would like to learn to increase the performance of this engine without sacrificing the reliability, any suggestions? and I'm not talking about pedal boost

 

[dontpanic]

I would like to learn to increase the performance of this engine without sacrificing the reliability, any suggestions?

From what I've heard, putting it on a dyno and getting a custom ECU tune (stage 1), you should be able to increase to 200 HP without sacrificing reliability

 

[Tsvigo]

From what I've heard, putting it on a dyno and getting a custom ECU tune (stage 1), you should be able to increase to 200 HP without sacrificing reliability

Maximum 170-210hp depending on year. Standard components. Just flash in the tune . There’s no stages tune.

 

[Joshtd]

Hi!

This is my first post so please be patient with me.

I’m a full-time nomad living and travelling (currently through the Balkans) in a 2020 MB Sprinter 4x4. Long story short, I have some much more ambitious travels in mind (Central Asia, Africa, S. America) and the Sprinter isn’t the right vehicle for such trips (too modern, too many electronics, Euro 6 [DPF + adblue], etc.).

So I’m planning on selling it and putting a camper shell on a Toyota. My ideal base would be a Land Cruiser HZJ75 (4.2L, naturally aspirated), but they’re hard to come across here in Europe, and thus, ridiculously expensive.

So I’m leaning towards a Hilux. My top contender ATM is the 3.0 1KD-FTV, which seems to strike a decent balance between having enough grunt and power to drive more like a car and less like a tractor (I’ll be doing plenty of off-roading, but also thousands of miles of on-road driving), having decent fuel efficiency, but being an earlier implementation of Toyota’s common-rail engines, with less electronics than its more modern counterparts. I’ve read in more than one place that it’s “the last of the good ol’ Toyota engines”. Does this ring true?

Reliability and serviceability (and finding spares) are important considerations, as is its ability to cope with the low-quality, high-sulfur diesel found in much of Central Asia and parts of South America. If I end up buying this model, I’ll be removing the DPF and EGR, and installing a fuel pre-filter with a water decanter (although that last one is a must no matter the vehicle).

If anyone has some feedback on this engine’s suitability for a trip around the globe, in varying conditions, climates, altitudes and access to quality (or even filtered) fuel, I’d greatly appreciate it. Would a fuel pre-filter be enough? Might I have issues with the injectors?

The other contender, which is probably more hardy and better-suited for low-grade fuel, is the 3L, indirect-injection 1KZ-TE (I know there are several threads already comparing these two engines; I’ve read all of them, but none of them touch on this particular use-case/scenario). The problems I see with this option is that they’re hard to come across in Europe, and a vehicle isn’t only the engine…a 35-40 year-old Hilux that’s in good condition overall (chassis, rust, drivetrain, etc) is a difficult find. The only ones I’ve found were either in pretty bad shape, or being sold at collector item price.

On the other hand…maybe I’m fixated on a diesel engine here and shouldn’t be? I know that in Iran, Uzbekistan, Venezuela, Bolivia, it can be hard to come across diesel so…what gasoline engines might be a good alternative? The 5VZ-FE looks like a good candidate but…also hard to come across.

Any thoughts? Thanks in advance!
and sorry for the lengthy post…

I did the panamerican in 2019 in a diesel Delica. There were no issues with diesel availability, including in Bolivia.

After plenty of issues with the van (including engine rebuild in Lima) we want to have a more reliable vehicle next time. We were originally thinking a HZJ78 troopy. I recently owned one and I loved it...but, it's SO slow. The delica wasn't fast either but the troopy was much slower to accelerate and overtake with. I never really felt like I wanted to go fast as such in the delica, but there were plenty of times where I wished I could accelerate quicker, and the troopy was considerably slower. The windy single lane mountain roads to Colombia come to mind. They are full of slow trucks and it would take a week to over take in the HZ troopy, which can be quite dangerous. We are a family of four now which also makes the troopy a challenge to fit out. Not impossible, but pricey.

I considered the HDJ78 l. The troopy with the factory turbo. These are quite rare and unreasonably expensive and I can't quite justify the price. Also they aren't common around the world. Neither is the 1HZ actually. It can be found in specific places but it's rarely anyone's daily driver.

This leads us to the hilux. They are all over the place (except US). The newer models (n80) have too many electronics and DPF which is a no go for me. I am almost certain that the n70 doesn't have DPF (unless that's just an Australian thing, maybe the European versions have it). The facelift model (around 2011 i believe) addressed some of the injectors issues and also introduced a 5 sp auto instead of the 4 sp. I can get an N70 for half the price of a HDJ78 that is 10 years older and has 200k km more on it. Spares for the N70 will be much more available. We will have a camper topper which will be able to be moved to a new vehicle if needed (harder to do with a roof top conversion on a troopy).

One downside for me is the IFS. I would much rather a solid front Axel...more basic, reliable and easier to fit 33s. That said, we wouldn't be doing any hectic off roading like rock crawling etc so the IFS should be fine, and more comfortable.

 

[Eurasiaoverland]

A friend of mine has what I would call the 'ultimate overlander' for a person who just wants to have the best vehicle and is not mechanically minded. It's an HZJ105 with the 1HZ tractor engine rebuilt as a 1HD-FT. So if you can rebuild an engine and have a bit of coin, get a decent HZJ7x and a used 1HD-T or -FT and make the perfect vehicle. 1HDs are not cheap tho

I am a 100% DIY mechanic and pretty much build my vehicles from the ground up. The dream for me is an old vehicle which is 'like new' and can be depended on for travel, but that requires a serious time invesetment to get right. I'm currently making my next overlander, a BJ60 with a 15B-T (something like a 4 cylinder 1HD-T) and will happily sacrifice the far better suspension of the 105 for the experiece of being in an older and much nicer looking vehicle.

Are you sure you really need a 4x4? Certainly driving the Panamericana could be done in a VW Polo, would a van/minibus not be better for you?

You'll have to explain 'N70' to non-Australians, nobody else in the world (except Kiwis maybe) uses that nomenclature, certainly not Toyota. I think you're referring to a 7th Gen 2005ish onwards with the 1KD engine. I agree, they are great engines. But a Hilux platform for a family of 4 could be quite tight.

1HZs are all over the place, but usually driven more by police, army, mines etc rather than average Joes going to work.

 

[Joshtd]

A friend of mine has what I would call the 'ultimate overlander' for a person who just wants to have the best vehicle and is not mechanically minded. It's an HZJ105 with the 1HZ tractor engine rebuilt as a 1HD-FT. So if you can rebuild an engine and have a bit of coin, get a decent HZJ7x and a used 1HD-T or -FT and make the perfect vehicle. 1HDs are not cheap tho

I am a 100% DIY mechanic and pretty much build my vehicles from the ground up. The dream for me is an old vehicle which is 'like new' and can be depended on for travel, but that requires a serious time invesetment to get right. I'm currently making my next overlander, a BJ60 with a 15B-T (something like a 4 cylinder 1HD-T) and will happily sacrifice the far better suspension of the 105 for the experiece of being in an older and much nicer looking vehicle.

Are you sure you really need a 4x4? Certainly driving the Panamericana could be done in a VW Polo, would a van/minibus not be better for you?

You'll have to explain 'N70' to non-Australians, nobody else in the world (except Kiwis maybe) uses that nomenclature, certainly not Toyota. I think you're referring to a 7th Gen 2005ish onwards with the 1KD engine. I agree, they are great engines. But a Hilux platform for a family of 4 could be quite tight.

1HZs are all over the place, but usually driven more by police, army, mines etc rather than average Joes going to work.

Yeah seventh gen hilux. We would put a camper topper on the back.

If it was still just myself and the wife we would get a factory HD 80 or 100 series with a roof rent or a HD78 with no need for roof conversion. Absolutely nothing compares to that era of LC and those engines...in my opinion.