another 93 FZJ80 1HD-T swap done...
- Thread starter iron_giant
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Very nice swap! Congrats...the 1HD-T is a great diesel engine. Have we talked boost numbers yet?
*Who else thinks that we should start an 80 series registry for those who have done diesel conversions?
*Who else thinks that we should start an 80 series registry for those who have done diesel conversions?
sandcruiser
....back in the saddle again....
at 80kph, I'm at 2,000rpm
100kph 2,400rpm
mileage starts dropping off fast after 100kph, so I don't drive that fast. There's not much sense in driving fast here anyway... even if you get there early, the other guy is probably late.
100kph 2,400rpm
mileage starts dropping off fast after 100kph, so I don't drive that fast. There's not much sense in driving fast here anyway... even if you get there early, the other guy is probably late.
sailor
Jackass of all trades
Yep With 295 75 16 AT im 2100 at 100kph, give or take. A442F
I don't really get the worrying about EGT's unless you've changed the pump settings or upped the boost. A factory spec 1-HDT will be happy to run all day at full throttle at anything up to the 4k (ish) rpm limit.
Think of all the cruisers used around the world without a EGT gauge that are used for heavy towing. I'd bet very few drivers let off the power on long hills, I know I don't. I often tow as much as 7000 lbs and when I come to a steep hill, my foot goes to the floor and stays there! Owned it since new and its now done 180k with no issues.
If this was an issue, Toyota would fit gauges and warning lights or you'd hear stories everywhere of engines blowing up and melting!
sandcruiser
....back in the saddle again....
the reason that people get nervous about high egt is pretty simple:
the pistons are aluminum
aluminum melts at about 1220*F
presumably, the pistons are of an alloy that melts at a higher temperature (Aluminum oxide melts much higher, for instance- I think 3,000*F or something)
But essentially-- if the EGT is up to 1,250 than it is hotter than "safe" for aluminum parts.
That's the idea, anyway
personally-- I keep it under 100kph for the most part because our roads aren't really good, there are often cows/horses/goats wandering about, and local kids send to play soccer within inches of the pavement.
I do keep an eye on EGT primarily as a fuel efficiency metric. If my EGTs are way up, I take it to mean that I'm not getting very complete combustion in the cylinder.
the pistons are aluminum
aluminum melts at about 1220*F
presumably, the pistons are of an alloy that melts at a higher temperature (Aluminum oxide melts much higher, for instance- I think 3,000*F or something)
But essentially-- if the EGT is up to 1,250 than it is hotter than "safe" for aluminum parts.
That's the idea, anyway
personally-- I keep it under 100kph for the most part because our roads aren't really good, there are often cows/horses/goats wandering about, and local kids send to play soccer within inches of the pavement.
I do keep an eye on EGT primarily as a fuel efficiency metric. If my EGTs are way up, I take it to mean that I'm not getting very complete combustion in the cylinder.
sandcruiser
....back in the saddle again....
**oh, and because bench-racing is all about "what if", and not particularly interested in "but in real life it usually works out"
Tapage
Club 4X4 Panamá
auto have a by far better OD compared to a manual H150 or H151 Toy Tranny ..
.76 A442F vs .88 in both manuals .. there is a diference.
And you guys will be surprised how much high EGT you sill see in a " stock " 1HD-T ..
.76 A442F vs .88 in both manuals .. there is a diference.
And you guys will be surprised how much high EGT you sill see in a " stock " 1HD-T ..
Great job on the conversion! That is the route I really wanted to go on my 94, wish I could drive it to compare with my 6.2 I had and my current Mercedes.
As far as highway cruising goes, I think it just takes some getting used to, in my limited experience a diesel always seems more labored at highway speeds than a gasser.
I got used to my 6.2 diesel, it loved to lug along at around 1,800 - 2,000 rpm on the highway, then I got my Mercedes diesel and it was turning about 3,000 rpm, really surprised me for a diesel. I kept asking on the forums if that was the way it should be, I was worried I was hurting the engine with it running that hard for extended periods but they assured me it was normal and could do it all day long.
I am now used to it and although I am not worried about hurting the engine I do tend to drive slower just because it feels better and is quieter.
Rusty
As far as highway cruising goes, I think it just takes some getting used to, in my limited experience a diesel always seems more labored at highway speeds than a gasser.
I got used to my 6.2 diesel, it loved to lug along at around 1,800 - 2,000 rpm on the highway, then I got my Mercedes diesel and it was turning about 3,000 rpm, really surprised me for a diesel. I kept asking on the forums if that was the way it should be, I was worried I was hurting the engine with it running that hard for extended periods but they assured me it was normal and could do it all day long.
I am now used to it and although I am not worried about hurting the engine I do tend to drive slower just because it feels better and is quieter.
Rusty
Cruise Control cable attachment
Hey David, or anyone....
....
1. Can somebody show a detailed pic of the CC attachment.
2. Looks like there is only the accelerator cable from the pedal going to the lever......
Confused because on my 97 fzj80 rhd, both CC cable and accelerator cable each have its own lever on the throttle body.
???
Sorry i plagiarized the OP's pic....
Hey David, or anyone....
....1. Can somebody show a detailed pic of the CC attachment.
2. Looks like there is only the accelerator cable from the pedal going to the lever......
Confused because on my 97 fzj80 rhd, both CC cable and accelerator cable each have its own lever on the throttle body.
???Sorry i plagiarized the OP's pic....
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Also, looking at this setup 1hdt cable
I know it RHD, so the accelerator goes to CC box then CC cable goes to throttle lever, so there is only one cable controlling the throotle.
I know it RHD, so the accelerator goes to CC box then CC cable goes to throttle lever, so there is only one cable controlling the throotle.
Hey New80. On a RHD, HDJ81 there is only the one cable coming from the accelerator pedal to the CC, then one running over the top of the engine to a cam system, then down to the pump.
Hope that is what you are asking?
If you need more pics, let me know. Mine is not going anywhere until parts arrive from Rodney...
love my diesel. Living in the UK it is the only realistic option with fuel costing the equivalent of $10.86 a gallon so getting 26-29 miles to a gallon helps. Also seeing a diesel described as an exotic is funny as over here about 80% of al TLCs are the diesel option. It will also cruise happily at 85 mph all day as long as I dont get pulled over
Welcome to the 1hdt/a442 club
Yes, i understand your setup, but the OPs swap, there is a cable from pedal directly to IP lever, AND another cable from CC to the bracket on the cam cover (which holds the other pedal cable in place)
Please see my thread in diesel section. Thanks
Jonathan
Of course.
Would you mind holding my 200 yard target for me?
I don't have the shakes too bad at the moment.......
Dan, with a little or lots of shakes just use Blaser LRSII.
I wish Toyota did bring their diesels into the U.S. 
Would you recommend going with the 1hz for a daily driver with low pressure turbo?
In your opinion would a 1hz with turbo be a better daily driver engine due to the readily available parts?
Toyota's naturally-aspirated diesels do not take too well to turbos unless they are low-pressure units. When pushed they tend to overheat.
My opinion, of course. I'm sure there are those that will disagree.
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