HDJ81V 1HD-T Vs. 1HD-FT

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mcg

mcg

Joined
Jan 19, 2025
Threads
3
Messages
17
Location
Vancouver, Canada
Hey all,

I'm looking to import an HDJ81 into Canada and wanted to get your opinions on which is the better option to go with? I know of the BEB issues on the T, but my biggest concern comes down to part availability when comparing the two. With the FT only being in production for 2 years is there a big difference in part availability?

If ya'll were going to import one which one would you go with?
 
Yes, very big difference in parts availability. Lots of new parts still available for the HDT including short block and head, very few pars available for the FT. Plenty of info here on mud but have to dig around: @SNLC probably has the most knowledge here in the US on these engines

forum.ih8mud.com

1HDFT & 1HDFTE observations-discussion

Buddy, if you'd put as much time into creating a thread of your own asking your questions here on MUD, as you have in this thread ragging on @SNLC, you might have got the answers you needed already. Why come onto a public forum, bashing one guy running a commercial outfit, for not giving you...
forum.ih8mud.com forum.ih8mud.com
forum.ih8mud.com

1998 HDJ80 with 1HDT - Refresh

The center console was faded so I took it all apart to repaint and add some more insulation for the fridge. The color is exact or very close to original. The photos may be skewed from the shop lighting. Looks great, what paint?
forum.ih8mud.com forum.ih8mud.com

You may want to seek one with a FTE...
 
I was considering going with a 100 series for the FTE since I don't do heavy wheeling and more of expedition and long highway miles. Thanks for the links to the other threads.

It definitely seemed there were a lot more part availability for the T on Amayama and PartSouq so I thought that might be the case that it had more availability than the FT.
 
I looked at an HDJ101 the other day and it felt nice for sure, might have to seriously consider going with a 100 then.
 
mcg said:
I looked at an HDJ101 the other day and it felt nice for sure, might have to seriously consider going with a 100 then.
Click to expand...

I agree with Hulsty.

100s are a bit more refined in terms of overall comfort, NVH etc.
100 is a bit more spacious for passengers.
1hd-fte is definitely superior to early 1hd engines.
Overall, better for long highway use etc
 
Agree with the 100 series. More room and more comfortable seating.

I have a 1hdft and have zero issues getting parts. And lots of the parts in the HD series are interchangeable. Pistons, blocks, but the heads are different. They are even a few guys who converted their 1hdfte from electronic to mechanical. Why I don't know but they did
 
From what I've seen so far maintainance parts and auxillaries are still widely available from both OEM and aftermarket. What is a bit concerning is the availability of FT exclusive engine parts. I don't think I've ever seen even one FT injector pump online anywhere and performance shops sell modified ones only with core exchange. Spare engines are also very rare even over here. I guess in the unlikely event of catastrophic engine failures there's always the option of going towards FTE or some hybrid version in between.
 
When I imported mine I specifically went for the FT. I can't compare it to the HD-T but I like it and a lot of the parts are still available and interchange. I think it I went for a 100 I'd just stick to the 4.7 V8 already available in the states. While not a diesel it's one of the best Toyota engines ever made.
 
SteelHunterFJ80 said:
Yep but the question was where to get one. I don't know what the cost to rebuild an IP is these days but I'd rather have ADS rebuilt one than anyone else doing it, they're proven.
Click to expand...

The point was/is new not being available.

Cheers
 
No you are right, I didn't think about it that way. Even with the core charge ~4k AUD wouldn't be too bad for a fresh replacement pump, although I'm sure their supply is very limited as well.
 
Well, the point I have been trying to make in my posts about FTs is that there are NLA parts. Most of these you won’t need unless building an engine from scratch or say converting an FTE. There is the rare chance though that you will need an injection pump at some point. I have seen cracked housings and lots of internal damage from water. Ofer just experienced a mechanic not doing some work correctly which destroyed his outer timing cover, a part that is NLA. He had to source a used one.

If I was purchasing a diesel powered 80 I would for sure go for the FT. If I was doing a swap, it’s FTE.

I wouldn’t bother with a T for a swap, not worth it in my opinion unless you got a good used engine and are doing it on the cheap. I may consider buying a T powered 80 if it was the right price and Cruiser.

I think people should consider the NLA parts when buying an FT powered 80 or even more if doing a swap. Some day it will be an issue and that is likely before it is an issue on the 1HDT or FTE.

Cheers
 
I daily a 1HD-T retrofitted into a 105, and I'm just finishing up doing a EGR delete on a 1HD-FT in an 80 which for . . . reasons . . . included replacing the diesel pump twice, and also finishing the rebuild on a really rough 1HD-T. My own feeling now is that the 1HD-T is the way to go. It is so similar to the 1HZ and a lot of the internal parts are the same; things like pump gears and whatnot. The 1HD-T has an improved head and bigger fuel lines and pump over the 1HZ. I think of the 1HD-T as a beefed up 1HZ, but fundamentally the same motor.

I'd lean towards the 1HD-T.
 
Reading this topic I"ve noticed a lot of misunderstanding. So, I would like to give you some ideas, hope it helps a bit:

1. Cylinder block and crankshaft are the same for both motors.
2. VE pump almost the same - any diesel workshop can assemble FT pump from T and vice verse. All parts are available. Main injection difference is in the cam-plate, however, a lot of other parts also differs. FT pump with its cam-plate delivers more fuel to the nozzles at the correct timing.
3. The 1HD-T has a factory problem with main crankshaft bearrings and with rod bearings. You can easily see that from Toyotaparts catatlog andreplacing the parts numbres.
4. Almost all 1HD-T at this time have problem wih exhaust valve seats in cylinder head. It can not be normaly fixed for considarable budget.
5. Almost all 1HD-FT with EGR system have problem with valvetrain and the cylinder head need to be rebuilded with new parts.
6. Now important: all parts from FTE head fit to FT. Moreover, the FTE head itself much better, than FT head. So, it is better to install FTE head with its cover - everyting is available. I have done this and it works perfectly. FTE camshaft also better for most of us, since it has more low-end and mid-range characteristic, as the intake valve closing timing is retarded by 8 degrees compared to the FT cam (24° ATDC for FTE vs. 32° ATDC for FT).
7. You can easily install pistons from FTE to FT - it works good - my friend just finish doing that. Over words, you can use almost all hardware parts from FTE for FT, except timing gears from restyle FTE, but this is different story.
8. Regarding engine construction - 1HD-FT(FTE) is much better than 1HD-T, because two simple things: Ingection nozzle FT (FTE) sits exactly in the center of the cylinder and exactly orthogonal towards pistol. Combustion chamber inside the FT (FTE) pistol is fully symmetrical. However, because of large valve plates of 1HD-T, its nozzle installed with inclination towards pistol, so, the combustion chamber inside the T pistol is shifted to the edge, and the pistol is not symmetrical.
9. Of course, 24 valve is much better, if you really want to boost this engine over 200HP. And it is works already after 1500 rpms. Toyota fixed all junior diseases in FTE cylinder head.
10. Exhaust outlets inside 1HD-T cylinder head are the same SMALL sized, as an HZ ones. So, their size will be not enough for hi torque and hi HP output. From over hand, you may use twinscroll Safary manifold for easy twinscroll swap. As for me – this is not a benefit - when you know, that there is a much more efficient solution.
11. It is important to understand, that most of 1HD (T,FT and even yangest FTE) engines being offered now, are the subject for rebuilding (if you really want to receive a reliable and mighty one).
 
VADUS said:
Reading this topic I"ve noticed a lot of misunderstanding. So, I would like to give you some ideas, hope it helps a bit:

1. Cylinder block and crankshaft are the same for both motors.
2. VE pump almost the same - any diesel workshop can assemble FT pump from T and vice verse. All parts are available. Main injection difference is in the cam-plate, however, a lot of other parts also differs. FT pump with its cam-plate delivers more fuel to the nozzles at the correct timing.
3. The 1HD-T has a factory problem with main crankshaft bearrings and with rod bearings. You can easily see that from Toyotaparts catatlog andreplacing the parts numbres.
4. Almost all 1HD-T at this time have problem wih exhaust valve seats in cylinder head. It can not be normaly fixed for considarable budget.
5. Almost all 1HD-FT with EGR system have problem with valvetrain and the cylinder head need to be rebuilded with new parts.
6. Now important: all parts from FTE head fit to FT. Moreover, the FTE head itself much better, than FT head. So, it is better to install FTE head with its cover - everyting is available. I have done this and it works perfectly. FTE camshaft also better for most of us, since it has more low-end and mid-range characteristic, as the intake valve closing timing is retarded by 8 degrees compared to the FT cam (24° ATDC for FTE vs. 32° ATDC for FT).
7. You can easily install pistons from FTE to FT - it works good - my friend just finish doing that. Over words, you can use almost all hardware parts from FTE for FT, except timing gears from restyle FTE, but this is different story.
8. Regarding engine construction - 1HD-FT(FTE) is much better than 1HD-T, because two simple things: Ingection nozzle FT (FTE) sits exactly in the center of the cylinder and exactly orthogonal towards pistol. Combustion chamber inside the FT (FTE) pistol is fully symmetrical. However, because of large valve plates of 1HD-T, its nozzle installed with inclination towards pistol, so, the combustion chamber inside the T pistol is shifted to the edge, and the pistol is not symmetrical.
9. Of course, 24 valve is much better, if you really want to boost this engine over 200HP. And it is works already after 1500 rpms. Toyota fixed all junior diseases in FTE cylinder head.
10. Exhaust outlets inside 1HD-T cylinder head are the same SMALL sized, as an HZ ones. So, their size will be not enough for hi torque and hi HP output. From over hand, you may use twinscroll Safary manifold for easy twinscroll swap. As for me – this is not a benefit - when you know, that there is a much more efficient solution.
11. It is important to understand, that most of 1HD (T,FT and even yangest FTE) engines being offered now, are the subject for rebuilding (if you really want to receive a reliable and mighty one).
Click to expand...
Hi @VADUS

Very interesting comments. I'm really glad that you posted. It gives me things to think about.

I can get FTE engines here for a fairly reasonable cost. I've hesitated because of the electronic fuel injection. For my applications, the one wire mechanical diesels make more sense. I've read in a couple of places about folks substituting a mechanical fuel pump. Do you have any views on that idea?
 
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