Factory 1HZT
- Thread starter Snailtrail
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It will have a new turbo either way.
I still haven't decided *which* turbo to use on this 1HZ. Talk about a first world cruiser problem, eh?
Dan
I still haven't decided *which* turbo to use on this 1HZ. Talk about a first world cruiser problem, eh?
Dan
if the shop is competent then it will adjust the pump for boost comp.
i have done a number of boost comps now and the shop recalibrates the pump and inspects (rebuild) while they have it.
the last one i did was for a 7500 troopy, once installed it pulled that weight with no issue at all. smooth, powerful, unknown on the fuel economy change, if any.
i have done a number of boost comps now and the shop recalibrates the pump and inspects (rebuild) while they have it.
the last one i did was for a 7500 troopy, once installed it pulled that weight with no issue at all. smooth, powerful, unknown on the fuel economy change, if any.
Great thread here. Some very diligent people. So the consensus is it exists but not many at salvage yards? So build a similar from scratch? Crushers what part of ONT are you in?
Just some food for thought on turbo idi motors. A few people were chiming in that it's counterintuitive engineering wise. If you look at the time period mentioned 93-96 that was actually a strong trend at the time. In 92 Detroit came out with the 6.5 turboed idi. In 94 International went to the 7.3idit for one year as a precursor to the di powerstroke. There are other examples as mentioned with the Japanese companies making similar engineering changes at the time. It was a huge boom in diesel tech while also unfortunately dealing with restrictive emissions. Two of the greatest ever diesel motors produced the turboed direct injected inline 6bt and 1hd/t/ft also came out in this period so it's quite the period of innovation in light duty diesels. Glad to find the oilburner section.
Just some food for thought on turbo idi motors. A few people were chiming in that it's counterintuitive engineering wise. If you look at the time period mentioned 93-96 that was actually a strong trend at the time. In 92 Detroit came out with the 6.5 turboed idi. In 94 International went to the 7.3idit for one year as a precursor to the di powerstroke. There are other examples as mentioned with the Japanese companies making similar engineering changes at the time. It was a huge boom in diesel tech while also unfortunately dealing with restrictive emissions. Two of the greatest ever diesel motors produced the turboed direct injected inline 6bt and 1hd/t/ft also came out in this period so it's quite the period of innovation in light duty diesels. Glad to find the oilburner section.
for what its worth I'm about to get back to my rebuild and will be tuning my 10mm 1hz pump as close to the 1hz-t specs while making the adjustments for the boost comp (as per 1hd-t spec). pity the 1hz-t didn't have a boost comp! anyway if all goes without a hitch I should be driving around testing in a month, maybe trying a few tuning tweaks depending on how it goes, but none for nail-biting performance, and I will be reporting after that on the results.
likewise, if you do yours beforehand I'd love to know how it goes if you can get the pump shop to report their numbers
I am not driving the truck anytime too soon (hopefully by this summer maybe), but I'll attach the fuel delivery numbers that the shop picked when we guessed at the settings.
Sorry it's not a great scan, but it should get you started. I will report back when I get to drive the truck, for sure.
Dan
Cheers
So I'm getting back into my 1HZ-T build, having injectors inspected/serviced this week prior to rebuild, and given my desire to get this thing as close to a factory 1HZ-T as possible, and that turboed engines usually have slightly higher crack pressures, I figured I should try to obtain the 1HZ-T injector crack pressure specs and set them to that if they are actually higher.
But what are their specs? So i did a little research and figured I may as well share it here.
Here's the part numbers:
the 1993-96 HZB50L/R 1HZ-T injectors: 23600-19035
my 2002 HZJ78L 1HZ injectors: 23600-19075
interestingly the 23600-19035 injectors in the 1HZ-T were also used in the following post-98 1HZ models according to the EPC, although three models is a very small number compared to other the injector part numbers I saw:
05/2005-07/2007 HZJ105R-GCMRSQ
05/2005-07/2007 HZJ105R-GNMNSQ
08/2012-to date HZJ79R-DKMRS (SOUTH AFRICA SPEC&HIGH ALTITUDE COMPENSATOR-WITH)
My current 23600-19075 injectors were used in too many specific models to bother listing here but summarized as follows:
01/1998-07/2002, 05/2005-07/2007 HZJ105
07/1999-12/2014 HZB50
08/1999-to date HZJ71/76/78/79 L/R
So based on that alone you could assume that there would be little differences in crack pressure between the 19035 and 19075 if both were used on 1HZ in the same era as my current injectors, although the 1HZ crack pressures increased in 1998 by 7% as you can see from the repair manuals.
from the 1990 RM172E:
1HZ new 145-155 kg/cm2; 2,062 - 2,205 psi; 14,220 - 15,200 kP
1HZ used 135-155 kg/cm2; 1,920 - 2,205 psi; 13,239 - 15,200 kP
1HD-T No.2 132-138 kg/cm2; 1,877 - 1,963 psi; 12,945 - 13,533 kPa
1HD-T No.1 180-190 kg/cm2; 2,560 - 2,702 psi; 17,652 - 18,633 kPa
from the 1998 RM167E (100 series):
1HZ new M/T, A/T (white ring) 150-160 kg/cm2; 2,133 - 2,276 psi; 14,710 - 15,690 kP
1HZ new A/T (brown ring) 160-170 kg/cm2; 2,276 - 2,418 psi; 15,690 - 16,671 kP
1HZ used M/T, A/T (white ring) 145-155 kg/cm2; 2,062 - 2,205 psi; 14,220 - 15,220 kP
1HZ used A/T (brown ring) 155-165 kg/cm2; 2,205 - 2,347 psi; 15,220 - 16,181 kP
1HD-T No.2 135-145 kg/cm2; 1,920 - 2,062 psi; 13,239 - 14,220 kPa
1HD-T No.1 180-190 kg/cm2; 2,560 - 2,702 psi; 17,652 - 18,633 kPa
from the 1998 RM648E (70 series):
1HZ new 150-160 kg/cm2; 2,133 - 2,276 psi; 14,710 - 15,690 kP
1HZ used 145-155 kg/cm2; 2,062 - 2,205 psi; 14,220 - 15,220 kP
So not happy with that assumption alone, i kept looking for specs. I'm sure someone who works in a denso injector shop would have access to the proper database, but the only DENSO crack pressure specs table I found was repeated on dozens of chinese part seller sites (one of them linked below) and I looked up the date/model on the EPC for each part listed as either 1HZ, 1HZ-T or 1HD-T to see if the table was reliable or not. below they're ordered them by motor type and year of release.
http://www.starsdiesel.com/Toyota Injector-3768.htm
most of the list checked out OK, but some errors (in red) cast a little doubt.
Part No. kg/cm2 Motor EPC data
23600-69055; 145-155; TOYOTA 2C/1HZ/2C-L (01/1990- 07/1999 HZJ70/73/75/77/80/81)
23600-19045; 145-155; TOYOTA 1HZ/2C (08/1992-06/2000 HZJ70/75/80)
23600-19035; 145-155; TOYOTA 1HZ-T/1HZ (01/1993-04/1996 HZB50, not just 1HZ-T but HZJ105/HZJ79 listed above)
23600-19055; 150-160; TOYOTA 1HZ (01/1994-07/1999 HZJ70/73; 05/1995-07/2004 HZB40/50 - all Japanese models)
23600-19075; 150-160; TOYOTA 1HZ (01/1999-to date HZJ71/76/78/79/105 HZB50)
23600-19105; 150-160; TOYOTA 1HZ (08/1999-07/2004 HZJ71/74/76/79)
23600-17010; 180-190; TOYOTA 1HD-T/1HZ (01/1990-12/1994 HDB20/30/31; HDJ80/81)
23600-17030; 140-146; TOYOTA 1HD-T (08/1992-02/2001 HDJ80/81)
23600-17031; 180-190; TOYOTA 1HD-T (01/1993-04/1995 HDB50/51)
23600-17032; 135-145; TOYOTA 1HD-T (08/1996-07/2002 HDJ80/100)
23600-17110; 150-160; TOYOTA 1HZ (didn't exist)
23600-17090; 150-160; TOYOTA 1HZ (didn't exist)
23600-17050; 150-160; TOYOTA 1HZ (didn't exist)
6TA1285000; 230-240; TOYOTA 1HD-T (didn't exist)
23600-17020; 145-155; TOYOTA 1HZ-T (didn't exist)
so according to this, the 1HZ-T ran the same crack pressures as the 1HZ at the time of release, makes sense, both had a 10mm IP which have similar test specs (to my untrained eyes). after the 1HZ-T's release, in 1994/95 the Japanese 1HZ models crack pressures appear to have been raised the 7% to current levels, which was only seen in other markets in 1998.
so what will I do? Given i want stock 1HZ-T performance, but that my current 2002 1HZ injectors already live in the newer head and have the slightly higher crack pressure, after all that effort I think I'll just leave them at their designed specs (150-160), but it's nice to no longer have many doubts.
do you agree? anyone have any better ideas?, bare in mind i don't want anything above stock performance and reliability.
But what are their specs? So i did a little research and figured I may as well share it here.
Here's the part numbers:
the 1993-96 HZB50L/R 1HZ-T injectors: 23600-19035
my 2002 HZJ78L 1HZ injectors: 23600-19075
interestingly the 23600-19035 injectors in the 1HZ-T were also used in the following post-98 1HZ models according to the EPC, although three models is a very small number compared to other the injector part numbers I saw:
05/2005-07/2007 HZJ105R-GCMRSQ
05/2005-07/2007 HZJ105R-GNMNSQ
08/2012-to date HZJ79R-DKMRS (SOUTH AFRICA SPEC&HIGH ALTITUDE COMPENSATOR-WITH)
My current 23600-19075 injectors were used in too many specific models to bother listing here but summarized as follows:
01/1998-07/2002, 05/2005-07/2007 HZJ105
07/1999-12/2014 HZB50
08/1999-to date HZJ71/76/78/79 L/R
So based on that alone you could assume that there would be little differences in crack pressure between the 19035 and 19075 if both were used on 1HZ in the same era as my current injectors, although the 1HZ crack pressures increased in 1998 by 7% as you can see from the repair manuals.
from the 1990 RM172E:
1HZ new 145-155 kg/cm2; 2,062 - 2,205 psi; 14,220 - 15,200 kP
1HZ used 135-155 kg/cm2; 1,920 - 2,205 psi; 13,239 - 15,200 kP
1HD-T No.2 132-138 kg/cm2; 1,877 - 1,963 psi; 12,945 - 13,533 kPa
1HD-T No.1 180-190 kg/cm2; 2,560 - 2,702 psi; 17,652 - 18,633 kPa
from the 1998 RM167E (100 series):
1HZ new M/T, A/T (white ring) 150-160 kg/cm2; 2,133 - 2,276 psi; 14,710 - 15,690 kP
1HZ new A/T (brown ring) 160-170 kg/cm2; 2,276 - 2,418 psi; 15,690 - 16,671 kP
1HZ used M/T, A/T (white ring) 145-155 kg/cm2; 2,062 - 2,205 psi; 14,220 - 15,220 kP
1HZ used A/T (brown ring) 155-165 kg/cm2; 2,205 - 2,347 psi; 15,220 - 16,181 kP
1HD-T No.2 135-145 kg/cm2; 1,920 - 2,062 psi; 13,239 - 14,220 kPa
1HD-T No.1 180-190 kg/cm2; 2,560 - 2,702 psi; 17,652 - 18,633 kPa
from the 1998 RM648E (70 series):
1HZ new 150-160 kg/cm2; 2,133 - 2,276 psi; 14,710 - 15,690 kP
1HZ used 145-155 kg/cm2; 2,062 - 2,205 psi; 14,220 - 15,220 kP
So not happy with that assumption alone, i kept looking for specs. I'm sure someone who works in a denso injector shop would have access to the proper database, but the only DENSO crack pressure specs table I found was repeated on dozens of chinese part seller sites (one of them linked below) and I looked up the date/model on the EPC for each part listed as either 1HZ, 1HZ-T or 1HD-T to see if the table was reliable or not. below they're ordered them by motor type and year of release.
http://www.starsdiesel.com/Toyota Injector-3768.htm
most of the list checked out OK, but some errors (in red) cast a little doubt.
Part No. kg/cm2 Motor EPC data
23600-69055; 145-155; TOYOTA 2C/1HZ/2C-L (01/1990- 07/1999 HZJ70/73/75/77/80/81)
23600-19045; 145-155; TOYOTA 1HZ
23600-19035; 145-155; TOYOTA 1HZ-T/1HZ (01/1993-04/1996 HZB50, not just 1HZ-T but HZJ105/HZJ79 listed above)
23600-19055; 150-160; TOYOTA 1HZ (01/1994-07/1999 HZJ70/73; 05/1995-07/2004 HZB40/50 - all Japanese models)
23600-19075; 150-160; TOYOTA 1HZ (01/1999-to date HZJ71/76/78/79/105 HZB50)
23600-19105; 150-160; TOYOTA 1HZ (08/1999-07/2004 HZJ71/74/76/79)
23600-17010; 180-190; TOYOTA 1HD-T
23600-17030; 140-146; TOYOTA 1HD-T (08/1992-02/2001 HDJ80/81)
23600-17031; 180-190; TOYOTA 1HD-T (01/1993-04/1995 HDB50/51)
23600-17032; 135-145; TOYOTA 1HD-T (08/1996-07/2002 HDJ80/100)
23600-17110; 150-160; TOYOTA 1HZ (didn't exist)
23600-17090; 150-160; TOYOTA 1HZ (didn't exist)
23600-17050; 150-160; TOYOTA 1HZ (didn't exist)
6TA1285000; 230-240; TOYOTA 1HD-T (didn't exist)
23600-17020; 145-155; TOYOTA 1HZ-T (didn't exist)
so according to this, the 1HZ-T ran the same crack pressures as the 1HZ at the time of release, makes sense, both had a 10mm IP which have similar test specs (to my untrained eyes). after the 1HZ-T's release, in 1994/95 the Japanese 1HZ models crack pressures appear to have been raised the 7% to current levels, which was only seen in other markets in 1998.
so what will I do? Given i want stock 1HZ-T performance, but that my current 2002 1HZ injectors already live in the newer head and have the slightly higher crack pressure, after all that effort I think I'll just leave them at their designed specs (150-160), but it's nice to no longer have many doubts.
do you agree? anyone have any better ideas?, bare in mind i don't want anything above stock performance and reliability.
That's what I would do. Makes sense to me!
Agreed. Very good info.
Dan
Damien- thanks for the link in the other thread!
Talking to that Bosch Lady in Cusco last year she told me she gets pretty often Coaster with 1HZ-T. I tried to get more infos back then but she wouldn't know if it's original or not, just that they were Turbo models. I would guess the peruvian wouldn't install aftermarket Turbos and that she was talking about FACTORY Turbo 1HZ engines made for high altitudes like in Peru.
In Europe I never heard of such an engine and also never saw a Coaster in my life. I don't think this was ever built for the European market, but rather for places like Peru etc.
Talking to that Bosch Lady in Cusco last year she told me she gets pretty often Coaster with 1HZ-T. I tried to get more infos back then but she wouldn't know if it's original or not, just that they were Turbo models. I would guess the peruvian wouldn't install aftermarket Turbos and that she was talking about FACTORY Turbo 1HZ engines made for high altitudes like in Peru.
In Europe I never heard of such an engine and also never saw a Coaster in my life. I don't think this was ever built for the European market, but rather for places like Peru etc.
nah, they put them on aftermarket here in Peru, i know one shop that's done a ton for Toyota themselves over the years, they're usually AXT 1HZ kits and they deliver the vehicles new to the clients with turbo from day one, since the 1HZ is practically a sleepy drunken slug by 3500m when driving up from sealevel. in my pre-turbo days, just to keep it running reasonably i'd often be moving the fuel switch on the pump numerous times on trips, one setting for 0-2000m, another for 2000-3500 and another for 3500-5000m.
Caetano Optimo III from portugal
i finally got around to posting the photos of the 1HZ-T turbo wheel... HZJ78 All-Climate Expo Build
it will be interesting to hear what the experts out there can say about it compared to the other toyota turbos
it will be interesting to hear what the experts out there can say about it compared to the other toyota turbos
Waking up an old thread. That H260 was designed to replace the H150 and go behind the 1HD-fte in the Land Cruiser. Don't know why it didn't.
Scroll down to MAY 1997 TOYOTA MOTOR CORPORATION GLOBAL WEBSITE | 75 Years of TOYOTA | Technical Development | Drivetrain
Here's a build plate of the combo in a Coaster
Ahh.. But based on the Toyota part number I have been shown a photo of one before and they are different from 1HZ pistons.. But unfortunately I do not have access to the photo..
These are the Toyota Part numbers for the 1HZT from the coaster bus ..
| 13101 | PISTON SUB-ASSY, W/PIN | ||
| 13101-17030-01 | STD, MARK 1, REFER REPAIR MANUAL | 6 | € 232.76 |
| 13101-17030-02 | STD, MARK 2, REFER REPAIR MANUAL | 6 | € 232.76 |
| 13101-17030-03 | STD, MARK 3, REFER REPAIR MANUAL | 6 | € 232.76 |
| 13103-17030 | O/S 0.50 | 6 | € 232.76 |
Vs .. these are the part numbers for the 1HZ pistons to suit the 1HZ I own..
| 13101 | PISTON SUB-ASSY, W/PIN | ||
| 13101-17100-01 | STD, REFER TO REPAIR MANUAL, MARK 1 | 6 | $160.22 |
| 13101-17100-02 | STD, REFER TO REPAIR MANUAL, MARK 2 | 6 | $160.22 |
| 13101-17100-03 | STD, REFER TO REPAIR MANUAL, MARK 3 | 6 | $160.22 |
| 13103-17100 | O/S 0.50 | 6 | $192.02 |
| 13104-17010 | O/S 0.75 | 6 | $187.76 |