2LT question

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Question remians: if they were such a disaster - why didnt Toyota recall them? Surely theer would be probs in Japan, and not just unique to Canada, NZ, Europe, Aus etc...

Guy driving around here a 87 mini-pickup with 2LT with 360,000 kms - as he told me the other day when I aksed him "How is it" he put it best - he said its pretty slow but it keeps the money in my pocket not the fuel tank. Only rebuilt his turbo so far....

:confused:

Johnny
 
Gauging from the sheer numbers of cracked Prado heads weve heard about so far vs broken crnaks on 81's and hzj's.....are these ahem "problems" on the same scale in numbers - price to fix they sure as hell are :frown:

I asked my Japanese friend who lives here to dig into this (recall on 2Lte etc) and he told me he got a response from a Toy dealer in Japan who said in fact there was a recall on the headgastket of certain models (2l-te for sure not sure if 2lt2 - I have the chassis numbers coverd in an old email somehwere I try to find and post), but not the head!!! So.... is it possible that the orig head gaskets were (are) crap, and overtime lower the coolant level to the catastrophic levels (not much) to crack the head? I have seen a few Prados and Surfs with severaly pitted top cyl walls esp #3, #4 and I think this is due to combustion/leaking of coolant over several years, which would also explain how/why the super-finckity coolant system on these motors fails without much warning when we get em and drive them away from the docks...

I dunno. I still like the plain ol' 2L personally...

Party on,
Johnny
 
crushers said:
what does "castrate" mean in this sentence?
Click to expand...
@crushers

This means that in 1993 the Toyota engineers took the 1HZ and cutted 2 cylinders of. Then they added a too low mounted turbo and a crappy valve cover gasket and plastic valve cover.
The result are some units which will never stopp sweating oil from the valve cover.
Such as mine, changed the gasket two times and the cover, it´s still sweating oil. Breather is ok...

Mate of mine said - if you get a sweating 1KZ, accept it, you´ll never get it sealed.

Other issue is of course the head. Mine was rebuilt at 60tkms. Now the Cruiser has 207tkms on the clock and still runs great.

Please dont misunderstand me, i love this engine. Great performance at moderate fuel consumption, but every oil change is a mess.

I owned two Hilux, both were turboed, one with the safari kit and intercooler, one with the ct20 and the oilcooler of a 2L-T2.
I sold each of them with more than 270tkm on it and never had any head problems.

Cheers

Michael
 
KZJ77 said:
[

This means that in 1993 the Toyota engineers took the 1HZ and cutted 2 cylinders of. ]
Click to expand...


are you saying the KZ is a HZ with 2 cylnders cut off? cool, no THAT i never knew, thanks
 
crushers said:
THAT i never knew, thanks
Click to expand...

My Toyota dealer told that story to me - i believe him...

Similar procedure with the new Hilux engines (2KD-FTV). They are nothing more then an 1KD-FTV with an other crank shaft, conrods and pistons.

@denis

When i first started my Hilux after putting the turbo on, i was really delighted - up to the point when i recognized that i had forgotten to
close the hole of the oil pressure plug... :whoops:

...the right side of the front axle and the springs never became rusty :D




Michael
 
thanks for the info i that the rash of cracked heads was due to the fact people
in japan may have ignored the recall or something like that . i noticed that on the back of my 2lte head i could see the factory threads with the exaust man.
gasket exposed i could be wrong but maybe do ya think it has a 3l head on it
just a wild guess
aaron
 
if we can get the 1kz in these then the value goes back in them its the most feasable swap without butchuring them
so a 1kz is a 1hz minus 2 cylinders, just like a cummins 6bt is a 4bt minus 2
and DETROIT 8V92 IS A 6V92 MINUS 2 AND GM 3505.7 IS A4.3 MINUS 2
 
I used to have a 86 "1 Ton" mini with a 2LT and 5 spd; I bought it with ~130K on it and sold it 4 years later with ~260K on it. In the time that I owned it the maintenance and repairs consisted of somewhat regular oil changes, a set of new pads, rotors and drums and a water pump.

I had it while I was in university and the truck made frequent trips out west and spent quite a bit of time on and off of the FTR, I know the person who bought it off of me in 1996 and it is still running and has had a plow mounted on it since 96. I had bought it because I was driving a 1 ton Chevy 4x4 with a 454 around town and could not afford to put gas in it so going to a 2LT powered mini truck meant that it was well abused by me as the 2LT never produced an abundance of power.

That being said, even though I had good luck with a 2LT given all of the issues that surround this engine when I was looking at a JDM import anything 2LT** powered was not considered. For an older CDM model I would want to have it thoroughly inspected by a shop familiar with the engine and would also be looking for detailed maintenance records.
 
i have now 194000 km on my lj 78 at travelling 8-10,000 km a month for work
still strong like the day i got it hwy mpg is between 31-36 avg 90-110km/h and still gearing down to take semis at 4000rpm only problem the warranty will be up in a few months . just thought i would check in
aaron
 
My experience with the 2lte is if you dont want it to fail you gotta drive it properly No use off the overdrive uphills, switch power mode to on, no over fueling when driving it up hill, use toyota coolants, make sure the thermostat is working properly all the time! (thats the tricky part) these 2lte's have a engine heat sensor on the engine block that tells the computer to shut the engine down when it over heats, best to make sure that sensor is working all the time to save some serious bucks

Know the engine and its shortcomings. It will save a lot of grief :D
 
Normally I look at the 100 section, but I saw the title on this post I had to read it. I've had an '84 Toyota 2L engine for the last 12 years and I've worked it very hard over that time. I may also have the most hot-rodded 2L in the U.S. based on what I've seen over on the Toyota Diesel Madness site.

Anyway, it came NA, but I'm running a custom turbo setup (water and oil cooled) running 15 lbs of boost with a boost compensated IP that was built in Australia. I'm running a large intercooler and until my external oil cooler sprung a leak, I had one of those too.

I've hit the scales frequently at nearly 11,000 lbs GVW when towing a load of gravel (yes, I've got tandem trailer brakes) and it moves the load and handles it well at 60 mph.

EGT's are limited to 1200 pre turbo and I've done nothing to it except oil changes for the last 7 years. These are tough and after taking one apart, I believe they are very well built engines.

I also own a 2001 4.0L Jeep Wrangler and my truck will easily keep up and probably outrun the Jeep pulling the passes here in Colorado.

I eventually plan on putting the toyota drive train in a jeep when the truck body rots so bad I can't stand it any more.

Properly driven and maintained, these engines will go the distance and produce respectable performance. I believe much of the documented damaged engines are coming from people who don't know how to operate a diesel.

Adam R.
 
Adam R said:
Anyway, it came NA, but I'm running a custom turbo setup (water and oil cooled) running 15 lbs of boost with a boost compensated IP that was built in Australia. I'm running a large intercooler and until my external oil cooler sprung a leak, I had one of those too.
I've hit the scales frequently at nearly 11,000 lbs GVW
EGT's are limited to 1200 pre turbo and I've done nothing to it except oil changes for the last 7 years.
I believe much of the documented damaged engines are coming from people who don't know how to operate a diesel.

Adam R.
Click to expand...

LOL!!
interesting read...
 
thanks guys, im glad theres others out there that are doing good with these engines
 
Adam R said:
Properly driven and maintained, these engines will go the distance and produce respectable performance. I believe much of the documented damaged engines are coming from people who don't know how to operate a diesel.

Adam R.
Click to expand...


OK...so if an owner's cylinder head blows as they climb a gentle hill at 65mph what should they have done? Oil level fine, fresh coolant...I have a 3B so I'm watching this drama from a distance, but blaming the owner seems like a s***ty move.
 
Seems perfectly logical to me :flipoff2:

Not sure what the history on your rig was, but I bought an 81 1L that the owner admitting lugging quite a bit up hills. Sure enough the head was cracked in four places and lesson learned on my part. I'm not familiar with the 3B, but if it's NA, that is probably the first thing that I'd fix. Diesels need to be turboed to ensure they run efficiently and to keep EGT's down. Improper overfueling is very bad for a diesel. Causes pitting, meltdown, and very high EGT's ett, etc.

Sometimes things just go south on account of age, but most people are pretty hard on equipment due to their driving habits and are not aware of it. Don't take this as a personal attack, just my opinion as an equipment operator for a very long time.

If someone wants to donate a 3b to me, I'll figure out how to make it go the distance.

Adam R.
 
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