Builds Cummins R2.8 in 2nd gen 4Runner (1 Viewer)

[R28enginerdgirl]

A question for OP regarding the engine mounts - If the front axle was not in the way (either by doing a SAS or possibly more diff drop), would the engine "bolt up" to the Toyota frame mounts, or is the engine too "skinny" at the isolaters? I understand the V6 frame possibly has the mounts too far back, but for a 4cyl frame, or adapter plates on the V6 frame, would the engine "bolt in" or are custom frame mounts needed no matter what?

I will be putting the 2.8 into a 4Runner very soon, and would be interested to know this before I start.

I used Axis's engine mounts and although it was kind of hard to tell because I couldn't get the engine in far enough, it appeared that they were pretty close to mounting up to the frame side mounts. I think it somewhat depends on your transmission adapter and transmission and where that needs to sit with regard to your firewall and transmission mounting location, but I think at least with adapters you could bolt the Axis mounts directly to the Toyota frame side mounts

 

[HumminAlong]

OK, thanks. I think I have a couple of options regarding engine and trans mounts, but will not know until I attempt to fit the engine, as theoretical rarely aligns with reality. Hoping to work on mine next week and will post some pics on another thread when I do (am going a totally different direction to you, so the end results should be a good comparison).

 

[R28enginerdgirl]

Slowly but surely making progress. The engine has been put back together with the final transmission adapter/flywheel/clutch (the last one was just a mock up) and the drivetrain has been mounted in the chassis for the final time. Driveshaft has been shortened to accommodate for moving the transmission back 3 inches. Finishing up replacing front brake rotors and bearings, which should be the end of the chassis repair/improvements and we can set the body back down on the frame. That means the focus turns to the Cummins aspect of the build - intake and exhaust plumbing, cooling package, and wiring. Trying to make final decisions regarding fan, radiator, and charge air cooler in the next couple of days.

 

[HumminAlong]

Couple of q's:
1. Why 3" back? The clutch housing you've used seems shallow enough that it would not have pushed the trans back; so am assuming the relocation is engine-related? Is it to help with sump clearance? Or is it for more accessory clearance?
2. Sort of related to #1 - could you have front-mounted a composite sump and had the engine / trans in original position?
3. Will it be sans A/C ? (RH chassis mounts seems restrictive)
4. Is it rear mount fuel tank? Aus are mid chassis, under rear seat.
Sorry for using "Aussie" terminology.

 

[R28enginerdgirl]

Couple of q's:
1. Why 3" back? The clutch housing you've used seems shallow enough that it would not have pushed the trans back; so am assuming the relocation is engine-related? Is it to help with sump clearance? Or is it for more accessory clearance?
2. Sort of related to #1 - could you have front-mounted a composite sump and had the engine / trans in original position?
3. Will it be sans A/C ? (RH chassis mounts seems restrictive)
4. Is it rear mount fuel tank? Aus are mid chassis, under rear seat.
Sorry for using "Aussie" terminology.

Sorry, its only 2" back not three. But basically the engine is as far forward as it can be to still allow room for a mechanical fan and cooling package. That plus this engine's flywheel housing coupled with the bellhousing on the transmission adds enough length that it all mounts farther back.

The only front sump composite oil pan for this engine still has the sump sitting below the engine, so it would still have interfered with the steering. The only way to clear it would be to have the sump sitting out in front of the engine.

No AC - the mounting location on the stock bracket doesn't allow for a compressor to fit on some of the narrower frames plus yes the setup of the engine mount would be in the way. There are ways to work around it but this will mostly be my winter driver and I have another daily for the summer so that wasn't high on my priority list. Also allows for a more efficient cooling package without the condenser in the stackup

I switched to a Ford rear mount tank, as it doesn't hang quite as low as the stock toyota and the original sending unit wasn't in good shape anyways. The stock tank could have been used if everything was in better shape, but since I had it all apart to clean everything up anyways, I figured I would just replace it.

 

[HumminAlong]

Thanks for your reply, much appreciated.

As you might have guessed from location, my engine was sourced from the “other side” of the 2.8 manufacturing joint venture. There are many pros and cons for doing it this way, but it does mean more work, as I have to strip two vehicles. Am not going to hyjack this thread, so will update mine when I have “real” progress - so far its just a partially stripped 4Runner..

Thanks again for sharing info. Also, I got lucky with my donor as it has the TAGC / Aisin trans, not Getrag. Much better for fitting into a Toyota.

 

[mike]

Don't want to derail the build. Just out of curiosity is r2.8 the same as the isf2.8 built in China?thx

 

[yotadude520]

How is this one coming by the way? We need updates!!

 

[PurpleFJ62]

Oil pan pics! I know that chassis well, i cant believe it fits at all.

 

[roscoFJ73]

Just out of curiosity is r2.8 the same as the isf2.8 built in China?thx

All the engine blocks are made in China. Some are finished in the US but most are completed in China. There are some differences .

 

[mike]

All the engine blocks are made in China. Some are finished in the US but most are completed in China. There are some differences .

Here are some specs for both engines. The hps and torque values varies between the two engines. The isf2.8 apparently is a problematic engine. Hopefully the r2.8 is a better engine.





ISF2.8 for Light Commercial Vehicle




Power 107 - 160 hp
80 - 119 kW

Torque 206 - 265 lb-ft
279 - 359 N•m


R2.8 Turbo Diesel




Power 161 - hp

Torque 310 - lb-ft

 

[R28enginerdgirl]

Sorry for the long delay, progress has been minimal the last couple of months but we've started to pick this project back up again in an attempt to make it on Cummins Cruise 2019 in July. Finishing up final touches with the body off - exhaust fabricated, painted, wrapped, and installed.

Remote oil and fuel filters mounted.

Set up a battery tray for a dual, rear mounted system.

Power steering plumbing is basically all set until the rest of the cooling system gets set in place and final routing needs to be determined. Finishing up some fuel plumbing and then body goes back down. At that point, its just cooling system, air intake plumbing, and all the wiring

 

[R28enginerdgirl]

All the engine blocks are made in China. Some are finished in the US but most are completed in China. There are some differences .

The parent engine of the R2.8 is the ISF2.8. The shop order was hand selected by our team to combine the appropriate options for the US market. We have manufacturing plants for that platform in China and Brazil. Once the base engine arrives in the US, it is upfit with the crate specific components such as all the wiring and custom engine calibration for the crate application (which were all developed in the US).

 

[R28enginerdgirl]

Oil pan pics! I know that chassis well, i cant believe it fits at all.

 

[PurpleFJ62]

Looking good. Those IFS diffs do make engine swaps hard don't they! I am almost done with my oil pan, its in the 80 series section.
Keep up the good work!

 

[R28enginerdgirl]

Build is finally completed! We had a big push over the 4th of July weekend and the following week to get everything done so we could take the 4runner on Cummins Cruise 2019. Everything got put back together for the final time and we took it on a 10 minute test drive Tuesday night around midnight and promptly left for the Cruise Wednesday morning at 9 am (after getting an alignment, a full take of fuel, and a carwash on the way to the meeting point).

We are working on a Repower Profile that will get posted on the cumminsrepower.com website, but final build specs are below. I've also included some general finished engine bay shots and some pictures from the cruise, but if there is anything else in particular you want to see or have questions on just let me know.

VEHICLE
YEAR: 1993
MAKE: Toyota
MODEL: 4Runner
BUILDER: DIY - Brittany and Aaron Huesman

DRIVETRAIN
Cummins Repower R2.8L Turbo Diesel Engine
Mounts: Axis Industries Universal engine side mounts and isolators (R2.8 Engine Side Mounts), custom fabricated frame side mounts
Transmission: AX15 (26-AX15 : Aisin AX15 5 Speed Transmission (NEW) | Advance Adapters), custom combined with the tailshaft housing (and 5th gear) of the R150 Toyota transmission in order to mate with the stock Toyota transfer case
Clutch: Master and Slave Cylinder from 1995 Jeep YJ modified to give 4runner clutch pedal enough throw to disengage the clutch
Transmission Adapter: Quickdraw R2.8 to Jeep AX15 cast bellhousing and modified flywheel (2.8 R to JEEP AX15 or NV3550 ADAPTER KIT MODIFIED FACTORY FLYWHEEL (Fits CUMMINS 2.8 ) | QuickDrawBrand.com).
Rear End: Re-geared to 4.10 Rear Axle Ratio (stock Toyota gears, but originally came with a 4.56)
Notes: The powertrain is ~2” longer than stock, which in this case required moving the shifters back 2” in the cab as well as shortening the driveshaft. It was decided to move the trans back the 2” in order to fit a fan and cooling package, rather than retaining stock trans location and moving engine forward. Transmission/transfer case was also lifted 2” to better fit the engine and minimize oil pan modifications.

SUSPENSION
1” Diff Drop & 1” Body lift in order to fit the engine in the engine compartment while retaining IFS
Shocks and Springs: Eibach shocks and Moog stock height rear coils

TIRES/WHEELS
Powder coated Stock Toyota Wheels
Tires: BFG KM3’s 33 x 10.5 x 15
Warn Manual Locking Hubs

COOLING SYSTEM
Radiator: Stock Toyota 4Runner, core size 20”W x 19”T x 2”D
Fan: 16” Clutched mechanical fan

• Fan Support: Cummins PN 5270378
  • M24 x 1.5 RH thread Fan Hub
• Fan Pulley: Cummins PN 5270363
  • 3.94” diameter compared to stock 4.83 mm – had to machine front cover for slight interference with a cast rib)
• Belt: Gates K080855 (8 rib, 85.5”)

Charge Air Cooler: 25”W x 12”T x 1.5”D

MISCELLANEOUS
Cummins Aluminum Oil Pan PN 5318048, modified to fit in engine compartment around Front Diff and misc suspension components
Late 70’s Ford rear fuel tank
Dual Optima Red Top batteries in custom fabricated, rear mounted battery tray
Final curb weight: 4200 lbs
Driving impressions: Super peppy and great acceleration performance. Gearing and tires yields 2700 rpm at 70 mph which is a little high, but was still averaging 26 mph on Cummins Cruise (maiden voyage) and cooling package did well keeping it around 185F. Vibration in cab is minimal thanks to Axis engine mount geometry and probably some luck on the frame side. Clutch feel took some trial and error to get the combination of all the parts correct, but once it was dialed in the engagement is perfect.

 

[beachandMTNs]

Excellent build page, So... my question is ... how do you like the 4.10's? I found 4.10's a bit low for my previous build (CJ7) and I switched to 3.55's with the AX-15 but in my current build (FJ62) I am keeping the original gears but I have smaller tires than on the CJ, I think 30's where the CJ is 33s. You are probably around 2500 @ 70mph? What about lessons learned, anything you would do different? Thanks ! Ken

 

[R28enginerdgirl]

Excellent build page, So... my question is ... how do you like the 4.10's? I found 4.10's a bit low for my previous build (CJ7) and I switched to 3.55's with the AX-15 but in my current build (FJ62) I am keeping the original gears but I have smaller tires than on the CJ, I think 30's where the CJ is 33s. You are probably around 2500 @ 70mph? What about lessons learned, anything you would do different? Thanks ! Ken

The 4.10's offer awesome peppiness around town, but yeah on the highway I'm up around 2700 rpm at 75 mph. So not the best, but hasn't seemed to hurt fuel economy too badly. I got ~26 mpg on it's maiden voyage and I'm tracking this next tank now that I'm back on my daily commute to see how it does.

There's honestly not a whole lot I would change at this point, we still have a couple of small things to button up but overall I love the build, it's super fun to drive.

 

[PAToyota]

Great to see it completed. I've had a chance to look over Fred William's "Tube Sock" Jeep with the R2.8 and talk with him about the conversion. It's tempting to put one in my '85 Toyota pickup. I'm interested to hear updates as you drive and use it more as far as how things are going six months, a year, and more down the (dirt) road.

 

[Varty Yo]

Wow thats an update lol!

Looks amazing