I've put 60k kms on mine now, in Canada, where they were also never sold. And there are many examples around the world with 4 and 500 thousand kms. The JDM auction lineups are full of them...
My opinion is that they are a much more modern platform than the other IDI diesels, and very reliable. I think many of the "guaranteed" head problems stem from both the earlier LJ and the previous 1KZ without the intercooler. Heat management, like on any indirectly injected 4 cylinder boosted diesel, is paramount. But if it has been looked after, kept maintained, and driven with a modicum of sense, my experience is it is up there with Toyota's best. Just modern enough to achieve good driveability and efficiency, but old enough to be pre-DEF, and without injectors that cost a king's ransom.
I do think these are a better match to a manual trans, but that's pretty subjective. Let's just say having even more heat added to the system isn't optimum if you don't have to. Fitting an EGT guage though, is a must for any turbo diesel, I think, esp at altitude. Its easier to bleed off high pyro temps with a manual trans, but as long as you know where that overdrive button is, and are prepared to use it when necessary, AND you teach your right foot some manners, you shouldn't be imitating Humpty Dumpty with your cylinder head anytime soon.
Keeping the intake track clear of EGR soot is also important, since this machine did recycle its exhaust gases, which build up over time unless you fit a catch can or delete the egr (I'm not a proponent of emissions deletion if at all possible, and in this case it can effect the idle).
In all other respects, this truck has the reliability of a 4Runner, with an even beefier frame. Parts outside the engine and body panels are pretty much 4Runner. So that means that in addition to the head cracking every 10k kms, your lower balljoints will collapse.
Or you can just change them at sensible intervals and continue to enjoy the rig for years to come.
