Diesels Anyone???
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devo said:
Yes, I do agree everyone has been most helpful, and I do appreicate it.
I m stuck now....
Since making this post, I have the choice of a $3000 parts truck with a 3b with aftermarket turbo, or.... i really love the look of this 12HT combo....
12HT with H55
man.... that 's the most beautiful friggin' thing i've ever seen.... I d kill for that....
So now what to do..... do i get one of those, or do i get a parts truck with a running and turbo'd 3B for probably less than half what that engine will cost.... there is the advantage that the parts truck will probably have some extra parts i can use, and since i am doing a frame-off restoration, that is something to consider....
Decisions, decisions, decisions....
Fred
Fred,
Go with the turbo'd 3B parts truck, depending on miles of course. Parts for the 3B are more easily sourced than the 12H-T since they were officially imported to Canada and, like you say, you get the whole truck.
Does the 3B have the AXT turbo or something fabbed up from leftovers?
just my $0.02
Go with the turbo'd 3B parts truck, depending on miles of course. Parts for the 3B are more easily sourced than the 12H-T since they were officially imported to Canada and, like you say, you get the whole truck.
Does the 3B have the AXT turbo or something fabbed up from leftovers?
just my $0.02
3b parts truck with turbo is my vote....
you'll be happy you did when it comes time to figure out a/c, glow timers, tach, fuel spout, throttle linkage, hand throttle, motor mounts, etc....
the 12ht is a real nice motor however but as for power goes I think the 3b + T or the 13bt is fine. I was discouraged by some folks about the lack of power it'd give but honestly it is more than adequate. I can cruise at 75 mph all day and accelerate up hills. I also get 28 mpg with the 13bt...
my .02
mike
you'll be happy you did when it comes time to figure out a/c, glow timers, tach, fuel spout, throttle linkage, hand throttle, motor mounts, etc....
the 12ht is a real nice motor however but as for power goes I think the 3b + T or the 13bt is fine. I was discouraged by some folks about the lack of power it'd give but honestly it is more than adequate. I can cruise at 75 mph all day and accelerate up hills. I also get 28 mpg with the 13bt...
my .02
mike
HZJ60 Guy said:
Yup.. a year and a half ago when the USD was at 1.5 to CAD. It is down below 1.2 now unfortunately so everything is more $. The same combo would cost $6200 US now.
Sheldon
www.gscruiserparts.com
sisukid1975 said:
OK. Direct Injection has NOTHING to do with Electronics and everything to do with Head and injector design. Direct injectors deliver fuel right into the combustion chamber. Indirect injectors use a precombustion chamber in the head to inject the fuel into. The piston travels up to TDC and pushes a bunch of air through a hole the size of your finger nail and then the fuel is injected and the combustion begins. This is why you can only do so much with IDI design. You can Turbo em and increase the performance to a degree. 6-8psi seems to be the safe number some go higher but you get to a point of diminishing returns due pumping losses from the pisons trying to stuff the extra air through those little slots in the pre cups during the compression stroke.
The 12H-T and 13B-T TDIs are purely mechanical. They can be run on your garage floor out of a mason jar of Diesel and a quick shot of 24v to the starter motor. They are even less dependant on glow system so you can save the boiling water unless it is well below zero.
Toyota Diesels that DO use electronics ECUs etc end with E as in 1KZ-TE, 1HD-FTE etc. Pretty complicated to swap in, if you do swap one in you should pretty well have the whole donor truck on hand.
HTH
Sheldon
www.gscruiserparts.com
An easy bolt up but...roscoFJ73 said:
Marginally more horsepower.. an extra 9hp and more torque, smoother running etc. But those gains are offset by the added weight of the 6cyl and typicaly shorter engine life. From my observations it is common for 2H engines to crack rings on 1 cylinder at 300-400k kms whereas it is not uncommon to see healthy 3Bs running around with 600 plus kms.
Also, 3Bs have lower piston cooling jets which make it more suitable to turbo.
When a 2H spits its rings the cost to properly RB it will cost upwards of $6000CAD using factory parts.
Sheldon
www.gscruiserparts.com
Sheldon,
What Toyota diesel was it that had problems with the main bearings? I'm toying with the possibility of finding an '80 series turbo DI diesel down here and I want to avoid the spun bearing problems. Are the '80 series diesels purely mechanical like the 3B or are they beginning to be more computerized? My preference is the straight mechanical diesel, easy to work on and reliable.
What Toyota diesel was it that had problems with the main bearings? I'm toying with the possibility of finding an '80 series turbo DI diesel down here and I want to avoid the spun bearing problems. Are the '80 series diesels purely mechanical like the 3B or are they beginning to be more computerized? My preference is the straight mechanical diesel, easy to work on and reliable.
cruiser_guy said:
That was the 1HD-T and to a much lesser degree the 1HZ. The later HDJ81s theoreticaly should have less problems since Toyota likely changed up to a better composition but who knows. As I understand it the bearings can pound out, some say oil quality some say poor bearing composition.. but in any case if not attended to the piston will start slapping things it shouldn't at TDC
1HD-FT, 1HD-T and 1HZ are non computer controled, mechanical injection. Stay away from the 1HD-FTE if you don't like computers.
It would be wise to replace the bottom end bearings in any 1HD-T powered vehicle for good measure. It is not that big a deal. $150 in OEM bearings and $300 labour on the last 1HZ we had done.
Sheldon
www.gscruiserparts.com
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beanz2 said:
Not sure where it is now.. Jeremiah Proffit did the swap for a customer.
He did a really nice job. AFAIK it is in the Utah/ Colorado area.
Sheldon
www.gscruiserparts.com