Builds Cummins R2.8 Conversion build thread (1 Viewer)
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I'm assuming pricing will be released at the same time...
Maybe i got lucky with mine. I've always heard about people complaining about the vibration the 4bt has, but I've never felt it.
Maybe it's just on some older models, but the 4btaa inline pump is smooth for an industrial diesel. Much smoother than an h1 Humvee that's for sure.
Anyway, i don't want to hijack anyone's thread, hopefully the new Cummins is what everyone hopes it is.
chelo
SILVER Star
I believe the price is $8999 for the engine. I've yet to see the carb compliant certification or need to verify that it's legal here.
I would have bought this engine last week. Dumping my money into my conversion van now.
I hope Cummins can get a CARB cert, as CA makes it very difficult to do.
Maybe pre 1999...Maybe! I doubt this engine is cleaner - emissions wise, than a post 1999 gas engine. So that could be a big hurdle to overcome in CA.
Maybe pre 1999...Maybe! I doubt this engine is cleaner - emissions wise, than a post 1999 gas engine. So that could be a big hurdle to overcome in CA.
I saw it asked, but not answered. Would/does it require DEF?
I noted this posting and inquired with Moonlight regarding a snorkel (have a Vortec V8). Unfortunately, they need the Cruiser in Perth, Australia to do the fabrication. That might be a little difficult so I may have to settle with the Safari (that I already own), or find a stateside fab shop to make one. Any ideas?
$9,249 shipped. I'll be anxiously waiting for some reviews of this motor in a 40.
Updated with taxes:
Updated with taxes:
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And $500+ for taxes for mine.
Any updates on this build?
And I bitched about $500 in taxes for mine. LOL
Has there been any information released for use at high altitude.
In Colorado with some passes over 10k in altitude and then say a low pressure system rolls in resulting in an even higher elevation baseline. How would this compression ignition engine be affected?
In Colorado with some passes over 10k in altitude and then say a low pressure system rolls in resulting in an even higher elevation baseline. How would this compression ignition engine be affected?
It will do what every other Cummins turbo diesel does at altitude; the ECU will sense the lower atmospheric pressure, close the waste gate a bit, spin the turbo a bit faster to hold boost and the intercooler will do it's job keeping temps under control.
Mikey
My 60 is waiting for me to do something to get it back on the road. I have been wanting to do a 2FE and have acquired most of the parts, and now this comes along. What do people think of this vs. a 2FE? Any idea of the dyno number of this in a real install? There are a few posts from people who have dyno numbers from a 2FE. Looks so sweet, but pricey too. Decisions, decisions...
I feel like the answer is apples and oranges. The cummins could be double the mileage and is probably similar on hp but better on torque. Building up a 2fe is likely significantly less than the cost of the cummins conversion though.
Really want to do this. I can swing the cost. I accept that fuel savings and such arguments don't make financial sense, but if I was trying to make financial sense, then my daily driver wouldn't be an FJ62. I hate pumping gas, and I get 11.5 mpg no matter what I do. City, hwy, aggressive, conservative, offroad or interstate. That's just what it gets. The thought of 20mpg from my 38 gallon tank thrills me.
And I love diesels. They make me smile when I hear them. I drive an FJ62 because it makes me smile when I get in and crank it up. I would smile even more if it was a diesel. But that's a lot of cash to find out later that it doesn't live up to expectations.
How does it really drive compared to a 3FE? Will it tow a trailer? The numbers on paper do not tell me the story, particularly without any published torque curve that I can find. All I can find is peak hp and torque. Will this thing creep along at 600 rpm like my 3FE does, or does it need the turbo spinning fast to develop some torque?
I don't need to pull heavy equipment, but my tired 3FE struggles to get itself through the N. Ga mountains in 2d or 3rd gear (h55). I would like to be able to load up the cruiser itself and still pull 3,500 lbs or so. Right now I can't. Would the R2.8 make that better?
The guys from TAV had a FJ40 and a mini-truck at Expo east. They said they drove them from AZ pulling trailers. But those don't have the heft of a loaded down 62. ??????????????
And I love diesels. They make me smile when I hear them. I drive an FJ62 because it makes me smile when I get in and crank it up. I would smile even more if it was a diesel. But that's a lot of cash to find out later that it doesn't live up to expectations.
How does it really drive compared to a 3FE? Will it tow a trailer? The numbers on paper do not tell me the story, particularly without any published torque curve that I can find. All I can find is peak hp and torque. Will this thing creep along at 600 rpm like my 3FE does, or does it need the turbo spinning fast to develop some torque?
I don't need to pull heavy equipment, but my tired 3FE struggles to get itself through the N. Ga mountains in 2d or 3rd gear (h55). I would like to be able to load up the cruiser itself and still pull 3,500 lbs or so. Right now I can't. Would the R2.8 make that better?
The guys from TAV had a FJ40 and a mini-truck at Expo east. They said they drove them from AZ pulling trailers. But those don't have the heft of a loaded down 62. ??????????????
my 2004 Mercedes sprinter has an OM647 5 cylinder turbo diesel (20v) which has similar numbers but obviously a 5 cyl vs 4. The sprinter engine is around 180hp at 4000 rpmish and around 300 lbs of torque at 1800 rpm. The van is rated for 7000 pounds towing and capable of it while returning 17 to 18 mpg. Empty my van does 24-27 mpg depending on city and highway driving (loves 50 mph where engine operation is optimal and wind drag is low). A sprinter weighs in around 5400 lbs empty iirc...depending on wheelbase.
I am willing to bet that this Cummins engine will outperform any gas toyota engine that hasnt been tuned to full race spec. And it will deliver better mileage...probably not going to win any drag races but not many LC's do. The economics of a swap should be ignored...but doubling your range could be a desirable outcome for trips through places where fuel is limited.
I am willing to bet that this Cummins engine will outperform any gas toyota engine that hasnt been tuned to full race spec. And it will deliver better mileage...probably not going to win any drag races but not many LC's do. The economics of a swap should be ignored...but doubling your range could be a desirable outcome for trips through places where fuel is limited.
I have all the same concerns you listed and like you i just wanted a diesel. My 62 weighs around 8000lbs with all the armor upgrades and engine/ tranny swap. It took about 5 years of messing with my 4bt to get it where i envisioned it to be performance wise. Before adding the compound turbo it was unstopabble off road but struggled a bit at high way speeds over 60. It can pull a trailer and the mpg is around 18. The towing on a 4bt is around 16000lbs if memory serves me right, and it's a relatively loud engine.
With the compound set up, i can cruise at 75mph and get about 19mpg. Been able to take it as fast as 85mph. It just comes down to how much you want to spend and what creature comforts you can live without. It's a cheaper alternative with lots of potential for power gains, you just have to manage some expectations until you dial it in.
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