292F Engine.

[Dougal]

This mystery engine called the 292F keeps coming up as a turbo cross reference, but I've never heard of it.

It has a GT2359V variable vane turbo which suggests a displacement of 3-4 litres, some listings claim 3 litres, some claim 6 cylinders and around 205hp. Most list the year as 02+ landcruiser D4D. Is it a seperate listing to the 1KD with some errors thrown in?

Does EPC or anyone from europe know about it? It's never been sold in NZ or Australia.

 

[roscoFJ73]

The OEM part numbers for this engine,on this site,come up as turbo for a HDJ101 on the DIY.
All turbos for Toyota passenger cars and vans - Applications - TurboMaster
It seems they are referring to a 1HD FTE as 292F

I seriously doubt there are any mystery engines in Landcruisers we dont know of.

 

[Dougal]

The OEM part numbers for this engine,on this site,come up as turbo for a HDJ101 on the DIY.
All turbos for Toyota passenger cars and vans - Applications - TurboMaster
It seems they are referring to a 1HD FTE as 292F

I seriously doubt there are any mystery engines in Landcruisers we dont know of.

That's very interesting. The cylinder count and power rating match the 1HD-FTE quite nicely.
So the 1HD-FTE came with a variable vane turbo in some markets or was it all markets post 02?
The 1HD-FTE that I have access to is an 01 model year, it's CT26 but hidden behind heat shields

 

[Snailtrail]

The OEM part numbers for this engine,on this site,come up as turbo for a HDJ101 on the DIY.
All turbos for Toyota passenger cars and vans - Applications - TurboMaster
It seems they are referring to a 1HD FTE as 292F

Good find

That's very interesting. The cylinder count and power rating match the 1HD-FTE quite nicely.
So the 1HD-FTE came with a variable vane turbo in some markets or was it all markets post 02?
The 1HD-FTE that I have access to is an 01 model year, it's CT26 but hidden behind heat shields

That would explain a few things

I have the 100/105 engine/body/chassis FSM on CD that covers European and General spec models (no US or JDM) from 1998 to 2005. I've noticed the 1HD-FTE has two different diagrams for most subjects - the second set are labeled 'European Spec' and show a different turbo and EGR setup, as well as a different intake manifold.

The EGR setup shows a water cooled pipe running from the exhaust manifold to the EGR valve in the crossover pipe. And the intake manifold has a seperate section sandwiched between the main manifold and the cylinder head that incorporates some sort of butterfly/shut off valve in 6 of the 12 runners.

I also have another 1HD-FTE repair manual supplement in book form (pub no RM896E) that shows the 'euro spec' features and is dated August 2001.

Flicking through the EPC it looks as though 'some' Euro HDJ100's had these features from 08/2001, all JDM's from 08/2002 are fitted, while none of the General spec models had them fitted.

As a side note, the 1HD-FTE fitted to the HDJ78/79 series has a different part number for its CT26 compared to that of the 100 series. No idea what the difference is, but a quick search of that part number doesnt bring up any info...

17201-17060 78/79
17201-17040 100

 

[Snailtrail]

A closeup of a HDJ79 turbo.

 

[Snailtrail]

A few pictures of a JDM 1HD-FTE fitted with the VVT and water cooled EGR pipe.

 

[Dougal]

Excellent work snail trail.
If you ever find one of these turbos for sale, let me know.

 

[Dougal]

Some of the guys on Outerlimits think europe got commonrail 1HD-FTE's.
Those pics and diagrams from snailtrail show a distributor pump, I wonder when they changed?

BMW were still selling distributor pump diesels last year, I haven't checked lately.

 

[z3lu]

Hello to all
i just bougth a gt2359v and i will give you same pictures of it

 

[z3lu]

 

[Dougal]

Great, any chance you can measure the wheels for us?

 

[z3lu]

"Great, any chance you can measure the wheels for us? "

Hello to all
The meassures from the cold side are 59.5mm on the biger side and 44.5mm on the small side
The measures from the hot side are 51mm on the big side and 46.5mm on the small side
I will put this turbo on my 12ht can you tell me if its a good choice based on this meassures?
Best regards to all

 

[Dougal]

"Great, any chance you can measure the wheels for us? "

Hello to all
The meassures from the cold side are 59.5mm on the biger side and 44.5mm on the small side
The measures from the hot side are 51mm on the big side and 46.5mm on the small side
I will put this turbo on my 12ht can you tell me if its a good choice based on this meassures?
Best regards to all

It will be an excellent turbo for your 12HT. Toyota has already done all the hard work here.

 

[z3lu]

Hello to all

After a litle bit off work the GT2359V is togheter with the 12h-t:

The pressure actuator:

The flange for the air to water intercooler:

The 3" down pipe for the CT26:

The 3" exaust:

 

[Lasse]

Just reviving this old thread from the grave

Z3lu:
How well did the CT26v/gt2359v match up with the 12H-T engine?
I assume the turbo itself was pretty much bolt on to the 12H-T exhaust manifold?

Do you have any fueling, boost and engine speed data?
How efficient is it and what about EGT?

Considering exchange the old CT26 for this VNT turbo and after some time, plausibly years run it as the secondary turbo in a compound setup.


What has the turbo experts, Dougal and gbtink to say about this?

 

[Dougal]

Just reviving this old thread from the grave

Z3lu:
How well did the CT26v/gt2359v match up with the 12H-T engine?
I assume the turbo itself was pretty much bolt on to the 12H-T exhaust manifold?

Do you have any fueling, boost and engine speed data?
How efficient is it and what about EGT?

Considering exchange the old CT26 for this VNT turbo and after some time, plausibly years run it as the secondary turbo in a compound setup.


What has the turbo experts, Dougal and gbtink to say about this?

If you want to run compounds, then your large turbo has to be larger than the small turbo by the same ratio as your expected gain in air density.

So ~15psi from the larger turbo is about a 60% density increase and the larger turbo has to be the same 60% bigger (airflow, not physical size).
Otherwise your big turbo will become a restriction preventing the small turbo from getting enough air to perform like it should.