Best Toyota diesel choice for expedition type vehicle

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shmukster said:
If I was to choose right now between these two I'd probably go with the HJ81. Opinions?
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You need to take parts into consideration also. There is hardly ,if any engine parts available new for the HJ61 and it will be even more difficult in the US to procure parts. And 60 series bodies tended to rust quicker IMO and good body panels are getting hard to get.
 
12ht but i am biased....... 1hz very reliable but toyota wanted to make money on parts as the 12ht was to reliable so 1h had timing belt, another thing i had to help a mate change a water pump on his 1hz and it was a pain compared to the 12ht because of the timing belt.
 
shmukster said:
Opinions?
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Gary,

Hold out for a LHD HZJ or HDJ80 with the H150X/HF1A.

The A343F/HF2As rob power from any engine, enough that you'd be relegated to the right lane on the right hand side, cussing constantly.

80 rides better than any other option, parts for body/chassis are readily available, and it wheels better, in near stock form, than any other.

Second to that would be HZJ75 Troopy, since 'expedition' intended. They're friggin huge and it might be like wheeling a box van, I don't know yet, but can be outfitted for a reasonably comfortable ride, parts are readily available in the US (until 4 months ago, even the HZ shortblock), largely the same drivetrain components as 60, with H55F/BF1A that can both still be had new.

Any HZ can be turbo'd, and it DOES wake them up a bit, but NA doesn't suck, until steep climbs that necessitate gear changes, the extent.

HZs are true bush engines and there's a price to be paid for simplicity, but they don't suck as bad as many make them out to be (have one that can lay down rubber from 35" KM2s in third) and seem to nearly infallible.

With the 75 you can take the damn kitchen sink, too!!

They're friggin huge!!

IMG_2838.webp
 
Hah! Ok so perhaps a Russian vehicle was a poor example. My buddy had one too, bad little car.

Common rail vs inline pump definately trades performance for durability. That is sort of the trade I was referring to. And yes I know these engines dont have common rail pumps, but it's an example. Dual stage injectors are definately more quirky compared to a dead simple IDI injector though.
 
I have heard the 1 HZ timing belt mentioned as a con to the 1HZ a couple of times. They are faultless, run silently and the replacement schedule is 100000klms ,although they will last 300000.
And they can be had for $25 these days and take 20 mins to put on. Hardly a black mark against the most reliable diesel Toyota have ever made.:steer:
 
Such a great lookin Troopy you've got there @Delancy ! Do you have a thread dedicated to that beauty? Id love to see more pics.

to the OP:
Even though I dont have the extensive first hand knowledge like others here, I would just add that if you are set on getting toyota diesel dont limit yourself to an Auto transmission just because your stick would be on the left. Its not that weird after a few laps around the block. But of course, to each their own.

Another option would be get a clean US spec 80 series and put that new (or older) cummins motor in it so there is no need to worry about parts availability. That would prob be pretty cheap all said and done too compared to an imported toyota. Just a thought (that you probably already thought of ;)).

Also, I wouldn't pay 24k for an auto trans HJ61 with no lockers when you could get a clean HDJ81 with lockers, and low miles. If "overlanding" really is the goal that is.
 
roscoFJ73 said:
I have heard the 1 HZ timing belt mentioned as a con to the 1HZ a couple of times. They are faultless, run silently and the replacement schedule is 100000klms ,although they will last 300000.
And they can be had for $25 these days and take 20 mins to put on. Hardly a black mark against the most reliable diesel Toyota have ever made.:steer:
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I agree mostly, but no design is faultless and for the sake of $25 and 20 minutes every 100k km, you'd be nuts to test the 300k durability.
even at 100k km, the belts can have enough wear to shift cam timing by a couple of degrees.


one fault is failure of tensioner pulleys, tensioner springs and hydraulic tensioner on newer engines. People change the $25 T belt, but dont replace the $14 tensioner spring, or the $90 tensioner pulley. When they fail your up for a large 4 figure repair bill $$$$
 
I asked a fairly well know engine rebuilder in Perth what was the biggest cause of 1HZ failures. He said instantly "overheating". Usually its caused by a radiator hose suffering a catastrophic split. At 110-120 kph the engine can cook itself before you are aware there is a problem.

I wasn't suggesting anyone go 300k without a belt change ,I just know of someone who did.:hillbilly:. I got to go in there soon ,so I will be buying a whole kit and a waterpump as well.
 
I would say the 1HZ engine is the good choice.

To some extent you have to look into the markets where the engines were sold. The 1HZ engine probably hit more countries than any other engine. In Canada we did not get them, but the industrial mine trucks did. So there is a source for parts.

I you are over landing in South America you need to see what they had for cruisers. I even bet the gas powered cruisers would work quite well. As you know parts are available and they are also tough engines.
 
Delancy said:
I'd go as far as saying there are more HZJs than any other in the entire Cruiser lineage. By far, the longest running engine that's remained unchanged, since inception, that's still produced, to date.
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If you discount Landcruisers , the B engine started around 79 and it variations are still in production as Hino engines. Even the F petrol engine is still in production as a dedicated LPG engine in fork lifts.

EDIT I missed the bit about "unchanged"
 
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Gary,

For what it's worth, I've been planning my entry into the diesel Cruiser world for a few years. I drove an Aussie RHD HJ61 with the 12H-T and my fate was sealed.

I have been planning a diesel swap into a 1990 FJ62 by @orangefj45. After a lot of discussion with Georg I am going with a 1HZ-T/H55 combo.

My decision was made mostly for thoughts of parts availability now and 10-20 years into the future.

@joekatana has a sweet PZJ on EBay; if I didn't have my current truck and engine plans, I'd scoop that one up.
 
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I love my 81 for the power, comfort, parts availability in the US, and all the things others have said. It's an excellent road trip car. You can get them cheap in Canada and importing them is simple (took me 15 minutes at the border). It will crawl over your 40. So, it would be the smart choice.

But what fun is that? HJ75 troopy with turboed 1HZ-T, hands down, is the best overland vehicle. If the 81 dies of something tragic, I'm transplanting the 1HDT into the troopy for the ultimate rig!
 
Troopies make a good base for a touring rig, or workhorse.

But they are built as a workhorse for mining, and industry so they are a little bit utilitarian. They don't have the comfort and refinement of an 80. They have a narrow track width, are tall and a little top heavy, and flex like a brick.
But you can open the doors and hose them out :hillbilly:
 
If anyone was worried about the reliability of a VE injection pump, you could carry a spare pretty easy. They're light, reasonable compact, cheaper than a set of tyres and easier to change than inline.
 
joekatana said:
If "overlanding " means leaving the US I would choose any lwb Cruiser with a 1HZ or even a 1PZ,1HDT's are great but more prone to grenade themselves with inferior fuel.
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The 1PZ is a dead end for parts. Just try to find a cylinder head!
The 1HZ is dead reliable because it doesn't have the power to hurt itself. It also rivals many petrol engines for fuel consumption.

Expedition means carting fuel, so fuel economy is quite important. I read a hilarious thread about Aussies calculating the fuel required to get one of these through the Canning Stock Route:

https://upload.wikimedia.org/wikipedia/commons/5/5e/Land_Rover_101_Forward_Control_pic20.JPG[/qimg]

Canning Stock Route

Landrover petrol V8, 1850km at 3.5 km/litre = 530 litres. Better carry 3x 44 gal (55 gallon for the Yanks) drums full of petrol!

Sarmajor said:
I am not sure why the BEB thing persists for the 1HD-T engine. The problem was reasonably isolated to a specific mileage range and appeared to be related to a specific bearing manufacturer.
Basically if your 1HD-T motor made it past 125-150k miles you had dodged the bullet and your engine was not fitted with the faulty bearings.[\quote]

You're confusing the "official explanation" with the actual problem. I've got a Japanese engineering research paper on controlling cavitation in the bearings of a 6 cylinder diesel. One of the authors is a Toyota Engineer!

The problem was solved by the 1HD-FT.
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Dougal said:
The 1PZ is a dead end for parts. Just try to find a cylinder head!
The 1HZ is dead reliable because it doesn't have the power to hurt itself. It also rivals many petrol engines for fuel consumption.

Expedition means carting fuel, so fuel economy is quite important. I read a hilarious thread about Aussies calculating the fuel required to get one of these through the Canning Stock Route:

https://upload.wikimedia.org/wikipedia/commons/5/5e/Land_Rover_101_Forward_Control_pic20.JPG[/qimg]

Canning Stock Route

Landrover petrol V8, 1850km at 3.5 km/litre = 530 litres. Better carry 3x 44 gal (55 gallon for the Yanks) drums full of petrol!
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I am pretty sure if I ever need a 1PZ head that I can find it.

The last 2 to 3 years I have had a few dozen 3B,13BT,1PZ,1HZ and 1HDT's passing trough my hands and besides of the 1 3BII and 1 1HZ that I bought with the head already done after both Cruisers had radiator problems which where caused by ingnorant drivers I have not needed to find a new head !
 
joekatana said:
I am pretty sure if I ever need a 1PZ head that I can find it.
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Let us know where. Because the internet can't find any with p/n 11101-18030. Every search engine hit has either 4 or 6 holes instead of the required 5. Toyota dealers might be able to source some. Maybe. This engine was only made for a few years.

These guys list one for 2K Euro, but not in stock: http://www.euro4x4parts.com/parts/mcu1096-2167_cylinder_head_bare_11101-18030.html

Indirect injection diesels crack heads, it's that simple. They have higher stress, a weaker inherent design and more thermal load.
 
Dougal said:
Let us know where. Because the internet can't find any with p/n 11101-18030. Every search engine hit has either 4 or 6 holes instead of the required 5. Toyota dealers might be able to source some. Maybe. This engine was only made for a few years.

These guys list one for 2K Euro, but not in stock: http://www.euro4x4parts.com/parts/mcu1096-2167_cylinder_head_bare_11101-18030.html

Indirect injection diesels crack heads, it's that simple. They have higher stress, a weaker inherent design and more thermal load.
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I would start looking for an aftermarket in Latin America,I have seen plenty PZ's around and so far had more luck with aftermarket then oem on some yota engines especialy 1KZ and 2LT.
 
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