Build From Wreck to Road: Restoring European HZJ74 No. 39

[Economist LC76]

My name is Andy. I live in Vienna, Austria, and I’d like to introduce a HZJ74 restoration project.

The European-spec version was produced only from August 1999 to July 2001, in very limited numbers. My truck is number 39 and was built in October 1999.

The mid-series 70, with the classic round headlights and coil-spring front suspension, has always represented the perfect balance for me — handling, off-road capability, and looks all in the right proportion. In Europe, these trucks are expensive, and on top of that there are serious registration hurdles. For example, in Austria you need individual road approval, because vehicles from the early 2000s did not yet have a unified European type certification. On top of that comes the NOVA import tax, which is calculated based on the vehicle’s value. Altogether, it’s a real puzzle.

I’ve previously completed a BJ43 restoration, so I do have some hands-on experience. I only took on this project because a restorer offered me a lightly accident-damaged truck with an undamaged frame and clean paperwork.

The journey went through the Netherlands and Hungary before finally arriving in Austria. It has 200,000 km, an FRP top, and a lot of work ahead.

To be fair, we’ve already made some progress, so it’s not quite as grim as it once looked.

 

[Economist LC76]

So the first stage was a bit strange — restoration, but not really a restoration.

To register the truck, it has to meet current roadworthiness standards. But if you fully restore it at that point, the tax becomes enormous. So the first phase was a quick-and-dirty revival.

Mostly used parts, right on the edge of what’s acceptable, but just enough to pass inspection.

At the same time, I wanted to convert it back from a commercial vehicle (no rear seats) into a passenger vehicle.

That alone counts as a modification and triggers a whole chain of paperwork — inspections, valuations, approvals, the works.

In the end, I had to redo things in the garage three separate times:
rust on brake and fuel lines, torn steering rack boots, worn-out tires, and a missing trailer bulb failure warning system.

 

[OGBeno]

Outstanding, Andy. I hope we see some cool graphics associated with the restoration. Excited to see the progress!

 

[Economist LC76]

Outstanding, Andy. I hope we see some cool graphics associated with the restoration. Excited to see the progress!

Thanks, I will do my best!

A few words about the goals of the project. I really like original vehicles, so my intention is to restore it using genuine factory parts wherever possible. At the same time, this is a weekend truck, which made the idea of a soft top very appealing.

While dealing with the broken FRP top, I decided to go all in and switch to a soft top entirely. As an economist, I actually liked the idea — it seemed like a smart way to save money. Interestingly, soft-top versions were quite rare, especially on the mid-wheelbase trucks. They usually came without fender flares, in the most basic trim level: no power windows, narrow tires, vinyl interior, and no roll bar.

I decided to create a look that keeps the original silver color (1D2), retains the fender flares, adds a soft top, a roll bar, and a beautiful chromed JDM front bumper with original fog lights. To help visualize it, I sketched out the future truck — making sure to include a rugged jerry can on the rear door and removable rear door frames.

In short, it all started as dreams on paper.

 

[Economist LC76]

On the technical side, I decided to keep the 1HZ engine and the R151F transmission. The only upgrade there was a 300 mm clutch.

Factory locking differentials and rear disc brakes were standard on all European-spec HZJ74s, so those stayed as well. For the suspension, I went with Terrain Tamer, using parabolic leaf springs in the rear and Koni Heavy Raid shock absorbers.

 

[Economist LC76]

The most entertaining part was sourcing everything for the soft top. It’s neither simple nor cheap! But thanks to the forum community, I managed to solve that puzzle as well.

 

[OGBeno]

HELL YEAH!!

This is what I’m talking about. Outstanding.


And as my avatar, Larry David would say…

 

[Economist LC76]

The next steps are fairly traditional.
The frame comes out: disassembly, cleaning, welding and repairs, hot-dip galvanizing, paint — and finally, enjoyment.

 

[Economist LC76]

A few nice shots of the drivetrain.

 

[Economist LC76]

A bit of work on the axles. + DBA rotors

 

[Economist LC76]

Rolling chassis
Before

And after

 

[Economist LC76]

The body took some real effort.

First, the mid-wheelbase soft top never came from the factory with a roll bar, and the rollover panels for the FRP top and the soft top are different. On top of that, the roll bar interferes with the soft top’s cross section. So we had to slightly cut and lower the roll bar, and only then weld in captured nuts for the mounting bolts in the rollover panel.

Second, the rear doors with removable windows were never designed to carry a jerry can, and I really didn’t want to drill holes in them. That meant modifying the mounting solution instead.

And after that — test-fit everything a hundred times.

 

[Economist LC76]

A few touches in the interior

 

[Economist LC76]

The most expensive stage was the bodywork. Why did Toyota design so many tiny parts — and why aren’t they available anymore? About 30% came from donor vehicles, and another 30% had to be fabricated from scratch.

 

[Economist LC76]

And here comes the assembly — the current stage

 

[Economist LC76]

 

[coldtaco]

Nice

 

[OGBeno]

My god, this is beautiful, Andy.

 

[Felde]

Wow, , so clean - literally -. Love it.
(Very different to my rig, which is soaked in a mixture of FluidFilm and dust).
Cheers Ralf

 

[Economist LC76]

Wow, , so clean - literally -. Love it.
(Very different to my rig, which is soaked in a mixture of FluidFilm and dust).
Cheers Ralf

Danke vielmals! Still a lot to do.

But up to know I’ve received a nice almost OEM Cup holder (Suzuki Jimny Hommage)