Fj60 fuel injection conversion

[60 s]

Hey wondering if a Fj60 converted to fuel injection will pass smog in California. If you guys have any thoughts or done this before.

Using this kit

#K247T - Toyota Land Cruiser TBI Conversion Kit

Marine City, MI – March 10, 2015 – For fans of the classic ’55-’91 Toyota Landcruiser, replacing the troublesome carburetion system with state of the art electronic fuel injection required a custom build that could end with questionable results. Enter Howell EFI who has come to the rescue with a...

howellefi.com

 

[OSS]

It'll pass a tailpipe sniff test no problem, but It'll fail the visual inspection 100 ways to hell.

It's one thing to install a whole new engine that's been blessed by the California Air Recources Board with a certificate, but it's an entirely different thing to tamper with or remove any emissions component on the engine. It's illegal in CA.

As far as CARB is concerned, they'd rather have a stock engine barely squeak by a tailpipe test, on the verge of being a Gross Polluter, than have the same engine modified in any way that could reduce tailpipe emissions to Prius levels.

 

[60 s]

So what your saying is the vacuum lines is going to be the problem? Do you know if it’s ever done and passed?

 

[Seth S]

If you were to install a sniper and leave all the oem stuff in place so it looked as close to stock as possible you might fool an inspection station.

 

[elripster]

A "2FE", 3FE top end on 2F block could pass. You would go to the smog ref at your local community college where it will get smoged per the year of the 3FE and if it passes, which it likely would, go to go forever.

Frak

 

[2mbb]

A "2FE", 3FE top end on 2F block could pass. You would go to the smog ref at your local community college where it will get smoged per the year of the 3FE and if it passes, which it likely would, go to go forever.

Frak

Has anybody done this?

 

[elripster]

Indeed they have. Search on 2FE. Many say this is the engine that Toyota should have built.

I have passed the BAR test with an entire 3FE swapped into my 85 FJ60 back in 2012. It was the most affordable smog test I have every gotten at only 9 bucks. Had I known what I know today I would have done the 2FE conversion back then.

Frank

 

[2mbb]

Indeed they have. Search on 2FE. Many say this is the engine that Toyota should have built.

I have passed the BAR test with an entire 3FE swapped into my 85 FJ60 back in 2012. It was the most affordable smog test I have every gotten at only 9 bucks. Had I known what I know today I would have done the 2FE conversion back then.

Frank

I know about the 2FE conversion. I was asking whether folks had successfully done the conversion and subsequently passed CA Smog Test. My impression is most 2FEs are non-CA trucks. I suppose the difference between the 3FE and the 2FE may not be noticeable to a referee, but I thought engine swaps these days needed to come with a CARB sticker...

 

[elripster]

So the way the swap works is actually quite simple from a BAR standpoint.

Let's say you swap in an 88 3FE. You will tell the BAR tech you have performed an engine change with an 88 model year engine. You will have to ensure all of the new engine emissions equipment is present which is quite a bit less than what is on the 2F. The tech will perform a smog test as if the truck was an 88. If the truck passes, the BAR tech will apply that CARB sticker to your truck for you.

Thereafter, you will be able to smog the vehicle at any smog station which will reference the CARB sticker and smog the vehicle as an 88 model year FJ62.

I also doubt the BAR tech would know the difference between blocks as they are actually very similar. Furthermore, the block itself is not a piece of emissions equipment. For example, if you bore/stroke a 3FE, that doesn't prevent you from passing emissions.

Frank

 

[elripster]

I was just looking at the Holley Sniper, very nice piece of hardware. However, I cannot fathom passing the visual inspection on a 2F with it's 80' of vacuum lines that need somewhere to go.

You'd have to get it through one of the CARB approved test labs and get a CARB number. I suppose after that you could sell it as a CA cert product and maybe get rich but it will be quite pricey getting that certified. If there was enough money to be made, Holley would probably do it themselves.

Frank

 

[runthejoules]

Has anyone posted direct comparisons between a Sniper 2F, a 2FE and a 3FE? What is difference in power and efficiency between them and which is easier or feasible to drop into a 60?

 

[Seth S]

Has anyone posted direct comparisons between a Sniper 2F, a 2FE and a 3FE? What is difference in power and efficiency between them and which is easier or feasible to drop into a 60?

no. Don’t think I’ve seen anything comparing all 3. But I wouldn’t expect any real improvements in power between the 2f with or without the sniper. The main benefit of the sniper is drive ability, hot and cold starting and less effected by Driving conditions. The 3fe is a different engine and while it benefits from EFI it also has a much better intake and exhaust manifold design.

 

[runthejoules]

I see... is there anything inherently better about the 3FE block than the 2F? I wonder if a sniper 2F with a ported/polished intake and headers would be competitive with the 3FE?

 

[Seth S]

The 2f has a longer stroke and makes more torque lower down. The 3FE was designed to be better on the highway. The 3FE benefits from better manifold design and efi and a little different combustion chamber. The lower stroke means it revs a little higher and more easily and it also tweaks the power and torque curves.

I think if you milled a head to the max limit, ran a sniper on a gasket matched intake manifold, and ran a set pair of 3FE exhaust manifolds you would probably be close to a 2FE build.

 

[runthejoules]

The 2f has a longer stroke and makes more torque lower down. The 3FE was designed to be better on the highway. The 3FE benefits from better manifold design and efi and a little different combustion chamber. The lower stroke means it revs a little higher and more easily and it also tweaks the power and torque curves.

I think if you milled a head to the max limit, ran a sniper on a gasket matched intake manifold, and ran a set pair of 3FE exhaust manifolds you would probably be close to a 2FE build.

sounds like you still prefer the 3FE out of all three choices... when I pull the drivetrain for the H55 I can rebuild the 2F, create a 2FE or just source a 3FE, rebuild it and swap it in.

 

[MoaByte]

2F with Sniper, headers, DUI, is pretty sweet on the trail and around town.

 

[Seth S]

sounds like you still prefer the 3FE out of all three choices... when I pull the drivetrain for the H55 I can rebuild the 2F, create a 2FE or just source a 3FE, rebuild it and swap it in.

The 3FE was intended to allow the FJ62 to be a better highway truck. the 2F is a lower revving engine but it produces its peak torque at a lower rpm which makes it a better offroad/trail crawling choice. The 2FE takes the head off the 3FE and puts it on the 2F. You get to run all the fuel injection with the better manifolds while bumping your compression ratio a bit.

 

[Seth S]

2F with Sniper, headers, DUI, is pretty sweet on the trail and around town.

Engines are just air pumps. The more efficiently they can pull air in and push it out the better power they can produce. Tune intake and exhaust will always help an engine though the design used will affect different parts of the RPM range. Headers are nice because they look cool, they do flow better than the stock log exhaust, and depending on their design they could benefit multiple rpm ranges.

Me personally I' don't want to spend the money on headers but for those like me the 3FE manifolds are a fantastic compromise as you can usually find a set in the $100 or less range and they do flow a lot better than the stock log.

 

[runthejoules]

Engines are just air pumps. The more efficiently they can pull air in and push it out the better power they can produce. Tune intake and exhaust will always help an engine though the design used will affect different parts of the RPM range. Headers are nice because they look cool, they do flow better than the stock log exhaust, and depending on their design they could benefit multiple rpm ranges.

Me personally I' don't want to spend the money on headers but for those like me the 3FE manifolds are a fantastic compromise as you can usually find a set in the $100 or less range and they do flow a lot better than the stock log.

I really do want to build the best multipurpose engine I can while keeping the original "feel" and general characteristics of the vehicle as it was designed. Hence I'm not interested in the LS swap. We have all these parts at our disposal, whether they be aftermarket EFIs and headers or overbored pistons, or stealing superior parts from a later model (to create a 2FE) but it's a little tough to find actual data to compare things. The 60 is definitely underpowered, I think it needs about 30-40 more hp, but to me the torque is sufficient and the low torque curve on the 2F is great. I intend to do plenty of highway miles after I swap in an H55, but I don't have expectations of modern highway performance. I think if I could get it to 70-75 mph without feeling like the engine was going to explode, then I'd be happy.
I guess a sniper 2F with some minor head work and headers is the "easiest" way to achive this, but I might be a little shy of the power I'm looking for and the 2FE or 3FE swaps might get me there but then I add in the complexity of a new wiring harness etc.

 

[onemanarmy]

Swap in a 3FE and H55.
70 mph will be no problem, but will still take a minute to get there.