80 series with NON OEM engines thread

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I added Jeff jones (nice writeup) and I added the diesel links.

Waggoner, , how many miles have you put on your conversion?- Mileage? issues? looks good.
How do you like your BB merc in the 60?


onesprung60 didnt have any Threads on this (at least what I couldfind)

I couldnt find any info on Bill Miranda or Seth Haines conversions.

I thought that by putting all these in 1 place would make it easier for people to research a engine swap (gasser or diesel) without asking the same old questions and have some refrence to go to.
 
extremetoy1 said:
I couldnt find any info on Bill Miranda or Seth Haines conversions.
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They may still hang on 80sCool. Search for their names and send them a PM. Try Markerlink's site.

-B-
 
cam75w/ls1 said:
I wouldn't want a 6.5 Diesel in anything. They are the worse diesels in history because of the injection pump. I have rarely seen one hit 200k w/o major problems. I remember when they started out as a 6.2 that half of them quit running because the starter fell out w/ the block ear still bolted!:eek: You can't do upgrades power wise on them like the others, Powerstroke,Cummins,and Duramax.
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That's if the block didn't crack! Or the heads. Or a blown headgasket. And the lovely design of putting the Fuel solenoid driver on the injection pump. That seemed to work well for them.;)
 
6.2 / 6.5 info:

Crank breakage / block cracking = Bad torsion dampener (aka harmonic balancer). Replace the worn damper w/ a new one prior to having serious issues.

Starter falling out = Missing starter support bracket. Get the bracket and keep it in there.

FSD burning out / injection pump failure: Relocation kits are available to eliminate this.

Cracked heads: Usually only superficial (between the valves). Can be repaired with a sleeve if needed.

Blown head gasket = :rolleyes:. Head gaskets can go on any vehicle (as many 80's owners know).

Upgrades: Research. There are plenty.

As with any engine, if you educate yourself and know what the possible problems are, you can avoid a lot of grief down the road.

The worst diesel engine in history? Hardly. The Olds diesel comes to mind though.
 
No big block 80s yet huh? the bolt pattern is the same for the small block chevy and the big block (I may be wrong but just talked to a Hot Rod guy about it)

hmmmm, ZZ572?;)

The GM HT383 small block makes over 400 Ftlbs of torque from about 2500 rpms and up and the ZZ383 makes about 460 ft lbs of torque:eek: both are crate engines
 
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Don't forget about the Cummins 4BT

I did one in my 91 FJ80 and there are a few more out there as well. I know of at least 5 ;)
 
Where is Profitt's Cummins 4BT swap thread? Searched and cannot find it. Should definitely be in here.
 
Diesel or bust baby. I sure would like a Cummins in an 80.
 
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cam75w/ls1 said:
I wouldn't want a 6.5 Diesel in anything. They are the worse diesels in history because of the injection pump. I have rarely seen one hit 200k w/o major problems. I remember when they started out as a 6.2 that half of them quit running because the starter fell out w/ the block ear still bolted!:eek: You can't do upgrades power wise on them like the others, Powerstroke,Cummins,and Duramax.
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Dont forget about the crank shaft breaking on many 6.5's. Last time I did a search on car-parts.com for a 6.5 I found many showing "broken crank" and less than 100k miles
 
extremetoy1 said:
I havent read em yet GC but will add to 1st post later. thanks-

any input so far on how you like it? would you do it again ? anything you would do different?
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I hope that I am not going to make an ass out of myself by assuming that "GC" means me? If so, I apologize but to answer your question.......

Hell Yeah!!!!
This is my second 4BT Cruiser. The first was called "Fritota" 4BT/NV4500/SOA FJ60. It now resides in Oregon or maybe Costa Rica. The guy who bought it from me was going to take it down to Costa Rica this fall/winter. My 2nd 4BT powered Cruiser is my 91 FJ80, wife's actually. It's her DD and called the Fritota II (Dos).

Mmmmm.......th eonly thing that I would have done differently with the original 60 was gone with a H55F 5 speed instead of the NV4500. The H55F is a much smoother shifting tranny. As far as the 80 goes, I wish I had the factory lockers but oh well.............wife doesn't really need them anyhow.
 
Grease Cruiser- another question: would it be possible to fit a 4L80E/4L85E or Allison 1000 tranny behind the 4BT in the 80? I believe adapters are available for these trannies, just wondering if there would be fitment / ECU / transfer case issues.
 
alaskacruiser said:
Grease Cruiser- another question: would it be possible to fit a 4L80E/4L85E or Allison 1000 tranny behind the 4BT in the 80? I believe adapters are available for these trannies, just wondering if there would be fitment / ECU / transfer case issues.
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It may not be a problem as long as there is an adapter available. The 4L80E should not have any issues, no idea about the Allison 1000. Would have to do some research.
 
the_owl said:
Has anyone attempted a 2Jz Supra motor in the 80s?
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1jz: 2.5L 3.39" bore x 2.81" stroke (over box)
2jz: 3.0L 3.39" bore x 3.39" stroke (or box or boxster motor)
1fz: 4.5L 3.39" bore x 3.64" stroke < I think wrong but not by far (under box)

Is that a trade up or trade down?

there is NO stroke in those "Car" motors.

stroke is pulling power at RPM's

short= high RPM no pulling power

long= low RPM power no high end power


Can we put this to bed?

I WILL create an eng spec page.
 
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Wow, missed this thread. Well I shall kick in my honest opinion on the questions asked.

What worked for you? A small block chev b/c the adapter existed. I also knew LT1 engines very well. LT1's are cheap these days.

What would you do differently? Jurys still out on this one still have to finish programming of the tranny controller. Maybe go with a 4l80E and a aftermarket transfer case, Or believe it or not spend 10k on a good turbo kit.

If it was available at a fair cost I would have put a V6 4.5L power stroke/navistar in this truck in a flash. I will do this someday when the motors become available. Its light, compact and has mega power. This is my vote for the ultimate motor swap with the sky being the limit.

Costs? I have about $6000 out of pocket thus far with very minor costs left.

Time? probably in the 150-200 hour range. dont really know.

Modifications required? Tons, engine mounts, fittings, hoses, cables, wiring, and more wiring.

Fab work involved? Mounts, fan shroud, cables, exhaust.

As far as other swaps I am a fan of lightweight powerful engines. Nearly any small block chev is a good candidate. I see a weight limit on the factory front axle and feel the 1fz engine is much lighter than we all think. I cannot find a weight on it. Gauging from how it hangs on the hoist I suspect it is very close to a SBC in fully dressed weight. The cummins engines 4 and 6bt are a too heavy in my opinion and the 4BT does not have the top end zip for 65mph cruisin. The 6bt has size issues. A big block chev would be the bomb but its heavy and the firewall and frame rail width would create extra work. cooling demands might exceed the stock radiator. the toyota v8s are great engines but they are inherently large and complex b/c of the technology the have engineered into them. this makes for major installation challenges.

Any swap can be done, how far does one want to go to see it through?

Thats my 2 cents for y'all.

Regards

Kirk
 
As far as other swaps I am a fan of lightweight powerful engines. Nearly any small block chev is a good candidate. I see a weight limit on the factory front axle and feel the 1fz engine is much lighter than we all think. I cannot find a weight on it. Gauging from how it hangs on the hoist I suspect it is very close to a SBC in fully dressed weight. The cummins engines 4 and 6bt are a too heavy in my opinion and the 4BT does not have the top end zip for 65mph cruisin. The 6bt has size issues. A big block chev would be the bomb but its heavy and the firewall and frame rail width would create extra work. cooling demands might exceed the stock radiator. the toyota v8s are great engines but they are inherently large and complex b/c of the technology the have engineered into them. this makes for major installation challenges.

Any swap can be done, how far does one want to go to see it through?

Thats my 2 cents for y'all.

Regards

Kirk[/QUOTE]

Just where are you getting your info on the 4BT not having "the top end zip for 65mph cruisin."? You are soarly mistaken, my friend. The little ol' 4BT will easily push around an 80 on 35's with 4.10 gearing at 80-85mph. That is with an overdrive transmission. And.........get 20+ mpg to boot.

Just wanted to clear that up.
 
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