Anyone done the diesel conversion??

[Stone]

PaulJ: Was the vehicle that you test drove an HJ61 that had the original 12H-T motor taken out and a 13B-T swapped in?

<edit> I just read your other post in chat, and got the information there. Interesting.

 

[Greg_B]

JVS;
I just got back from Vancouver and a visit to G & S Cruiser parts. See my reply to a post dated today in the Chit Chat section titled "Diesel". I test drove an HJ 61 with a 13-BT / H55F combo, and it had real nice power. I was surpised that a 4 cylinder would be that nice. The HZ or HD-T must be awesome. I definitely think you'd want a 5 speed if you had an engine of lower horsepower than the HD-T.

Was a pleasure meeting you too!

Ciaran bought one rolling chassis, and one body/frame from HJ61's we parted out. He also bought a core 13BT from us and refreshed it. He has many titled LHD BJ60 hulks laying around. He disassembled one HJ61, took the firewall out, and mated the two. Incredible job. He then installed the 13BT, and is just finishing up the minor details. It will be his wifes DD and the protoype for those wanting a LHD truck, from a RHD donor vehicle. It will NOT be cheap. Little things are what make or break a conversion like this, and he is all over the little things. He is also a Master Toyota Tech, and loves his diesels.

gb

 

[Greg_B]

The 1HD-T is a killer engine, despite the reported bearing problems. It makes gobs of torque, has the balance of a six banger, and does not work with an H55F, apparently. G&S will sell you a nice used one for around $8,000.

I have heard that soemone did a swap intoa 60, but don't know much about the details. I would bet that it is a killer rig. I wonder if the mileage holds up above, say, 22 MPG?

M

Yes, there is a 1HD-T, behind a 1HZ splined H55F driving around in the USA. The swap was done a number of years ago, and I believe he has over 200,000 miles on it Read post #20 from this: https://forum.ih8mud.com/showthread.php?t=44632

hth's

gb

 

[Mike S]

Thanks, Greg. I am going to have a talk with you and/or Sheldon about one of these engines. Is this a "way better" choice than, say, a 13BT for a 60, bearing in mind that I am moderately happy with the power of the stock 2F I am running?

M

 

[rick_d]

said truck in US has a custom built clutch as the isuzu did not exist as of assembly. 4 such disks exist on our planet.


To me, 12 valve HD-T's and HZ's (E and L) are essentially current production engines. While a die hard engine, the 3B/13B-T has not been made since 1989. The 2H/12H-T same deal. As time passes, these will be harder to service. If you do go post 1990, it's rotary pump time vs inline pre 1990.

Then there are ton's o other options (US and foreign made). I'd say buy what you can service.

 

[HZJ60 Guy]

said truck in US has a custom built clutch as the isuzu did not exist as of assembly. 4 such disks exist on our planet.


To me, 12 valve HD-T's and HZ's (E and L) are essentially current production engines. While a die hard engine, the 3B/13B-T has not been made since 1989. The 2H/12H-T same deal. As time passes, these will be harder to service. If you do go post 1990, it's rotary pump time vs inline pre 1990.

Then there are ton's o other options (US and foreign made). I'd say buy what you can service.

I have a 1994 (I think) 1HZ. Please explain the E and L thing you were talking about.....


Tom B

 

[rick_d]

E = early 1990-1998
L = late 1998+

a few differences, timing belt tensioner, etc.

 

[GLTHFJ60]

G&S is willing to sell me a 1HD-T for $7500 cnd. They say that the ihd-t is much better with a h151 tranny. What is the difference between the h151 and the h55f?

 

[PVCruiser]

Thank you for those specs. The question still remains though, can the motor mounts be reused from a 2F to lets say a 1HD-T?

Maybe I missed the answer to this question.... But could someone fill me ( a very ignorant toyota diesel guy) in, please...

Thanks


Seth

 

[beanz2]

The H151 is the tranny sold behind every 1HDT in a Landcruiser. Toyota designed it for the 80 series and took the trouble to fit it into every 70 series fitted with a 1FZF (E) and a 1HDFTE when they already had all the H55f. They knew something ...

The only drawback is the lack of parts in No. America, but it is serviced in Central and So. America. And anyone with access to non US parts can get the parts.

Rick, I owe you a call tonight.

Dave

 

[PVCruiser]

I think I answered my question about a 1HZ fitting into a HJ-60...

Motor Conversion

 

[beanz2]

Maybe I missed the answer to this question.... But could someone fill me ( a very ignorant toyota diesel guy) in, please...

Thanks


Seth

Not sure, but when I swapped a 1HZ into my (ahem, postponed) FJ40 project the motor mounts had to be moved. Rick, what did you do with the swap in the dinosaur?

Dave

 

[tlcruiserman]

For Landcruiser engine specs, click here: Engine Specs

M

The Specs posted on that site are not that accurate especially on the diesel stuff. Just wanted to let you know.

Cheers,

Michael

 

[tlcruiserman]

Here is the 1HZ that is in my 60 right now.

She'll be out of the paint booth tomarrow.

As soon as I get more pics and info I'll post them.

TB

So you are sticking with an H55F instead of going with a H151?

Michael

 

[Greg_B]

Like most things in life there are many ways to look at things, and what one person decides to put in their vehicle may or may not be the best for someone else. Consider that some do not think the 13BT a valid swap into a 60 series, yet there are a number of these conversions floating around and everyone seems tickled.

Seems most H55F's are gone the way of the dodo bird in Oz, being replaced by the 150's and 151's...and others that are outside my vision; at least that is what I hear.

Certianly everything heard and read about the 150's and 151's point to them being "tougher". As Beanz points out, Toyota must have had a reason to not use the H55F behind the 1HD-T.

I think rick_d has a valid point however, and there-in lays the decision point: Get a "tougher" transmission, and deal with any parts availability later, or mate the H55F to a 1HZ (as they did at the factory), or an H55F to a 1HD-T and be able to get parts in North America.

Either way works, as the world is getting smaller and smaller...depends on what you want. As Beanz indicates...parts can be got.

EG: Even though the 3B and 13BT are not current production motors, I have no intentions of not running either right now.

I like the world of possibilities that opens up with the H55F/manual PT case...and the 1HD-T. Put in a long spline output gear when the time is right, don't lug in 5th...and run it.

gb

 

[Greg_B]

The Specs posted on that site are not that accurate especially on the diesel stuff. Just wanted to let you know.

Cheers,

Michael

Go here to get the most current: http://www.birfield.com/modules.php?name=TLCFAQ

hth's

gb

 

[rick_d]

the HDJ60 floating around nor cal has 200,000klm+ on it since conversion. The owner did switch from his original rebuilt H55 to a new one within the last 24 months, but we do not know what the condition of this original tranny before the rebuild (were gears 95%? 80%? less?? and the synchronizer ring??).

Sr. tay (bean)
I made my own front mounts for the 45 wagon, the F engine mounts were no where close.


as for Greg Bowie's comments-
I do feel the H55 is inferior to the H15X series. I would qualify that by saying the split t-case we commonly see in north america fits only the H55 and R series trannies- therefore groovy things like Marlin doublers and Marks gears do not fit H15X transfer cases. The H55 itself has excellent US and CDN parts support. Even the mines did not and at this point will not get the H15X. The H15X may be a simple, and strong tranny with a strong (but limited geared) transfer, but you can only buy a handful of service parts for the tranny and part time case in north america (as of May 2005).
--and a new H55 my cost is cheaper than a used H15X/transfer but I am an ex parts dealer

13B-T's, like their cousins the venerable 3B will run for more than a decade. 350,000 kilometers are common on 3B's, and the 13B-T should be close but also remember injectors, and obviously the turbo are not yet proven to last so long. Also, we could collect a little more data on the main pulley failures seen on two Saskachewan BJ74's (maybe more?, maybe just poor service?) note: I have 20,000+ harder long miles on my 13B-T with no issues on pulley and I don't baby the truck.

I am also bias to 6 cylinder Toyota because they do run smoother and have a higher RPM max (HZ/HDT). I am anti many of the US/Isuzu etc diesels because of size (cummin's 6 too big) or rattle (perkins is a kidney killer) or smog (detroit are banned in most of the civilized world).

The power of a 13B-T is near ideal for 40's and SWB 70's, wagons would do a bit better with a 6.

speed king rick d

 

[crushers]

rick,
i have a BJ74 with 320,000 km on it, the turbo packed it in somewhere along the line in the last 20,000 km but i also did not baby the sucker. it was reved, dropped, and shut down hot on many occasions before it finally gave up the ghost.
i had 0 problems with pulleys or any other parts for that matter (except the darn VSVs).
the 13BT should last as long as the 3B with no problems if looked after and not overly abused.
the 13BT in a wagon will do fine but i agree a 6 is probably a better choice in the long run for the heavy hunks of steel...
cheers

 

[dieseldog]

I just closed a deal on the purchase of a half-cut KZN130 JDM Hilux Surf. I'm pulling the H diesel/H55F/splitcase out. I've been EXTREMELY impressed with the performance and power of my KZ-T-powered 70 series and can't wait to mate it up under the LWB pickup. It'll outperform any of the 13BT's out there. Simple a marvelous engine. Part of the beauty of this swap will be that I'll only be buying parts for two engine types: 3B's and 1KZT's. I'll also be going with a slushbox in the 45. That will be a first for me in a Cruiser.