1650 egt I didn't think that was possible without failure. That has to be more than just wrong turbo sizeing . I have only seen 1450 . I thought that the ideal turbo will not let you go over 1400. Has anyone running a Toyota diesel seen 1650 and not cratered there motor..kind of like hearing that the isuzu can handle these temperatures. What does your motor weigh compared to the Toyota diesel.are you running a 14 mm plunger or have you stroked your plunger in the pump?
How much boost can 1HZ-T handle?
- Thread starter nick4jc
- Start date
This site may earn a commission from merchant affiliate
links, including eBay, Amazon, Skimlinks, and others.
.02
I don't want a DI with a stock turbo.
Reasons:
SVO or WVO use
Ability to run without turbo (after fuel adjustment) if anything goes wrong
Higher compression means similar boost will give more benefit (power or efficiency depending on tune)
I don't have a dog in this fight but I picked the HZ for a reason and will turbo it with a GTurbo to give good power and good efficiency and to allow for the above reasons. I don't need a racer but good balance and enhanced (above 1HDT stock boost) drivability are key...
Sent from my Nexus 4 using IH8MUD
I don't want a DI with a stock turbo.
Reasons:
SVO or WVO use
Ability to run without turbo (after fuel adjustment) if anything goes wrong
Higher compression means similar boost will give more benefit (power or efficiency depending on tune)
I don't have a dog in this fight but I picked the HZ for a reason and will turbo it with a GTurbo to give good power and good efficiency and to allow for the above reasons. I don't need a racer but good balance and enhanced (above 1HDT stock boost) drivability are key...
Sent from my Nexus 4 using IH8MUD
Yeah sorry guys for doing the personal insult thing.
I'm just getting tired of dealing with this guy bashing something that other people are having good results with saying it not good.
I'm not the only person who is shaking my head at him.
There have been a few un-named people tell me via pm who don't want to get into this thread and are shaking heads at the fellow.
whatever apples and oranges.
I'll report my findings and results on what I test out.
I'm done trying to prove a point to him.
Honestly you'll love the combo of the Gturbo on the 1HZ.
I'm all smiles everytime I drive my truck. Super happy with it and I know its going to get better....
I don't know anything about SVO, so I'll leave that alone.
Why is it easier to run a 1HZ without a turbo? Could you not do the same with the HD-T if you had to?
Also, the 1HD-T will have greater power and efficiency at similar boost levels to the 1HZ, all else being equal. The size of the gap is the only thing being debated.
Actually both of the last points cone down to higher compression and the pump being designed for not having a turbo.
The stock turbo engines have a lower compression because of the expected boost pressure of the turbo. Starting is harder and running without the turbo would not be nice.
I'm not really comparing the two engines shy each other as much as how much of a benefit you get from a change in boost. A 5psi boost change will have a greater effect in an HZT than in a 1HDT due to the higher compression. Since max power is not my goal, finding a sweet spot of EGT and AFR in the HZ may allow running less boost for my goals... On top of my other reasons...
Sent from my Nexus 4 using IH8MUD
The stock turbo engines have a lower compression because of the expected boost pressure of the turbo. Starting is harder and running without the turbo would not be nice.
I'm not really comparing the two engines shy each other as much as how much of a benefit you get from a change in boost. A 5psi boost change will have a greater effect in an HZT than in a 1HDT due to the higher compression. Since max power is not my goal, finding a sweet spot of EGT and AFR in the HZ may allow running less boost for my goals... On top of my other reasons...
Sent from my Nexus 4 using IH8MUD
Starting would be unchanged...there's no boost at startup. Higher compression doesn't overcome the benefits of DI from a efficiency/power standpoint. As well, the fuel pumps are largely identical and a boost compensator is not difficult to remove.
Efficiency and power and not the only two things on my list... I expect to expo my truck so bring able to operate with systems offline (like a failed turbo) is very important.
P.s. I edited my first response while you were typing...
Sent from my Nexus 4 using IH8MUD
P.s. I edited my first response while you were typing...
Sent from my Nexus 4 using IH8MUD
I think it comes down to the injection pump between the two. This is my guess.
With how the 1hd-t's pump is set up its designed and its injection rate/volume
I'm just starting to learn about these.
I am looking at a 12mm pump off a 1hd-t for potential use on a 1hz.
People have debated that this won't work but it comes down to timing. I don't know what way to set it up.
There is a fellow running a 1hd-ft pump on a 1hz and is having some fun.
My chat with an injection shop today about it said it shouldn't be a problem to fit it and to get it performing well.
Guys upgrade their patrol 10mm pumps to 12mm and even 14mm plungers....
Apparently this is the guy to build you a 12mm patrol pump for your td42...
http://www.youtube.com/watch?v=jW5IvUGtC8I&feature=share&list=FL3a3u60stIAyKeUvDBqmNmw
With how the 1hd-t's pump is set up its designed and its injection rate/volume
I'm just starting to learn about these.
I am looking at a 12mm pump off a 1hd-t for potential use on a 1hz.
People have debated that this won't work but it comes down to timing. I don't know what way to set it up.
There is a fellow running a 1hd-ft pump on a 1hz and is having some fun.
My chat with an injection shop today about it said it shouldn't be a problem to fit it and to get it performing well.
Guys upgrade their patrol 10mm pumps to 12mm and even 14mm plungers....
Apparently this is the guy to build you a 12mm patrol pump for your td42...
http://www.youtube.com/watch?v=jW5IvUGtC8I&feature=share&list=FL3a3u60stIAyKeUvDBqmNmw
I honestly have no faith in the majority of Wayne's claims. From 25+mpg at 130-150km/h to oil seizing wheel bearings through 1HZ's beating everything else for fuel economy and smokey tuned 1HZ's lasting 200,000km.
Put simply, none of the claims add up.
The "it's all how you drive them" angle is complete rubbish.
A safe tune cannot damage the engine no matter how it's driven.
For me it was towing a boat, being in the wrong gear with the wrong turbo (I try a lot of turbo combinations for my own curiousity) and not paying attention.
My Isuzu weighs about 360kg I think. Others have weighed them, I personally haven't. The pump is inline and runs 9.5mm plungers.
The pump is capable of around 140cc/1000 shots of diesel in stock form. 180cc/1000 shots with a few internal mods and simply ludicrous amounts of fuel if you want to go fully custom. My pump is stock, just external adjustments. The highest boost I have run (still no intercooler, long story) is 24psi with 750C EGT and I have the screws still wound in a decent way.
The SVO/WVO thing makes perfect sense.
But your other two points are way off target. Di's run fine with no turbos.
IDI run a high compression ratio because they have to. They lose soo much heat to the precup and head that they don't start in the cold with lower compression.
Even with the benefit of higher compression, power and efficiency is lower than a Di engine running 4 points lower compression.
IDI engines, without exception, require more boost and fuel to make the same power.
Last edited:
Im not picking forealboreal. But by putting up youtube clips of Shawns truck. And a dyno sheet, still doesnt acheive much. The truth is, people will chose to beleive what ever they want. Dyno sheets arent always the answer. And I hope you wherent implying that dyno sheet was yours, as I know chapman's and had a few trucks dyno'd there.
Brackenridgecruiser nailed it when he said, drivability is the key. You could bolt a monster turbo on with huge lag, and pull huge numbers. Yet from 0-60 a Gturbo will ANNIHILATE it.
"Some" of the DT's Ive tuned are already running the correct afr's uptop under load (max chosen boost). So I cant improve on that (max dyno numbers dont change). But, by setting the pump up correctly, having the turbo spooling when it should with the right set up. I can knock 3-5 seconds off 0-60mph. Its like a totally different truck, yet the numbers dont show it.
Brackenridgecruiser nailed it when he said, drivability is the key. You could bolt a monster turbo on with huge lag, and pull huge numbers. Yet from 0-60 a Gturbo will ANNIHILATE it.
"Some" of the DT's Ive tuned are already running the correct afr's uptop under load (max chosen boost). So I cant improve on that (max dyno numbers dont change). But, by setting the pump up correctly, having the turbo spooling when it should with the right set up. I can knock 3-5 seconds off 0-60mph. Its like a totally different truck, yet the numbers dont show it.
Last edited:
Just for fun.....here is Bernies 1HDFT dyno done today.
*EDIT* Waiting for Bernie to see it first....
*EDIT* Waiting for Bernie to see it first....
Last edited:
Yeah that would have been nice to see, can you forward it me
sailor
Jackass of all trades
A dyno is a tuning tool. I dyno my truck by loading it up very heavily, hitching up a fully loaded military trailer and then driving it up a very long (like 25 minutes long) steep highway hill in hot summer conditions (like 26 deg. C+) and observing the speed, boost, pyro, trans temp etc. I then make adjustments to suit.
The information presented by the posters here is interesting. The personal attacks are lamentable and tiresome.
The information presented by the posters here is interesting. The personal attacks are lamentable and tiresome.
I agree. There is a lot of knowledge here, and I want to learn about these pumps and tuning them correctly. The differences in opinion/interpretation between Dougal, Foreal and Wayne are likely the key, and the most interesting. I you guys now manage to get a constructive discussion going, this thread could be amazing.
We are mostly playing with factory boost settings and adjusting the fuel so that it just smokes a tiny bit at full throttle. The turbid 1HZs (turbo glide turbo systems) usually beat the 1HDT in power, but the 1HDT returns vastly better fuel economy.
And yes, these are not identical trucks, there are no dyno data and I have no clue how rich we are running, so don't get all analytical on me
cheers,
Jan
Tapage
Club 4X4 Panamá
not being the first thread ending this way .. I don't think that's ever gonna happen ..
No offense taken BigBoy. Its all good
I posted the video of Shawns truck because its a hopped up td42.
Apparently an IDI can't do that according to some peoples books.
What am I left to put for performance figures of turbo 1hz's?
I don't have access to a dyno where I live. I tune my truck as Sailor has posted earlier by testing it out with real world conditions.
drivability is the key. You could bolt a monster turbo on with huge lag, and pull huge numbers. Yet from 0-60 a Gturbo will ANNIHILATE it is completely right. My 1hz's driveability has completely changed. Its really smooth power delivery from down low all through the rpm range and has completely transformed it.
Graeme's turbos tend to focus on low end power and have the ability to carry the low end boost to high rpm ranges as we all know. They are hands down the best option on the market for our ~4L diesels at this point in time. I doubt anyone will touch him ever with the amount of R&D he is putting into these.
My goal of re-opening this thead was to get data and results for hopping up 1hz's above the traditional boost points. There isn't much info on this availabie (at least to my research) on the internet.
Instead some decide to down talk it when I am simply trying to gather info for the benefit of others.
I welcome someone else to open a "How much boost can a 1hd-t/ft handle" thread and pump specific info regarding these engines into that thread. I would be very interested in reading what people have to write and collaborate with them there. There is already a ton of info out there regarding this information.
I have NOTHING against running a 1hd-t, ft or and DI engine. I do not have one nor do I (at this point) feel like doing an engine swap to one, that is why I am trying to dig up info regarding these IDI engines. There are plenty of others in my position that I am sure are curious.
I think there is a limit as to how early max boost can come on, on the one I had built 28 psi at on or under the 2000 rpm was almost to much for the truck in general,tyranny was the first sign of limit ,but was almost undrivable (mine is part time),definitely something you don't want booting around in the bush,unless your into breaking stuff. I'm curious about the vnt stuff that guys are playing with lately .I think your going to see some shocking stats about just what these engines can actually take with these new mods complimenting each other . Oh and mine is only a 1hdt
