L series diesel head cracking?

[Dauntless]

Hi guys.

I have a 1982 Hilux LN46 dual cab. Originally it was fitted with the 1L, but is now running a 2L.

The L series engines are quite common over here (Australia), and until reading on these forums about the head cracking issues, I have never heard of it being a common problem. My friend's LN106 with the 3L engine did have a cracked head when we opened it up, though it was a siezed big end bearing which caused it to die.

I have been looking through various threads, but can't find any specific information.

My engine has around 100,000 miles on it now, with no signs of anything bad happening.

Is the head cracking caused by overheating? Is it more common on turbocharged engines, or the NA ones? By not warming up the engine before driving it hard?

How much of a problem is it on 3L and 5L engines?

Hopefully someone can point me in the right direction. Thanks

 

[2ndGenToyotaFan]

There are some people here that know those answers... They'll be along soon. Welcome to Mud!

 

[Jonathan_Ferguson]

There is no issue with the 2L. - It seems to only apply to the Hilux Surf 2L-TE which Toyota never sold in this country.

I have an Exhaust Gas Temperature Gauge that remembers the highest and lowest temperature reached, if I recall correctly the maximum was 815°C. When running along the highway the engine would operate in the 700 odd degree range. Nothing was wrong with head when the engine was rebuilt for the second time.

 

[Dauntless]

Thanks for the info. So assuming I keep the fueling and therefore EGTs in check, the head should hold up to forced induction?

 

[Jonathan_Ferguson]

Thanks for the info. So assuming I keep the fueling and therefore EGTs in check, the head should hold up to forced induction?

I don't belive that altering the fueling to be beneficial, on my engine's first rebuild on the first day of driving it was sprayed with Ether by the damn RACV chap in Bendigo. - I now know that this caused the Piston Rings to never seal, but before I came to this conclusion I went to many Diesel workshops trying to get the engine sorted out but none were capable of doing anything correctly even something simple like setting the timing of the Injector Pump. I did try playing with the fueling myself, all it seemed to do was induce blowby and blow heaps of black smoke with no increase in power.
When I went back to the Engine builder for the second time round, the alternative suggested to me was to turbocharge the engine to get the power up to spec. I searched all over and I couldn't find any kits specifically for the 2L and I didn't want to be a guinea pig for the retards in the Diesel industry in this country. So the second rebuild went ahead and the results are amazing, I'm under 9.9L/100km and can easily cruise the highway at 110km/h, all because the rings seal to the bores properly and the Injector Pump was set to factory spec by 'John's Diesel' in Hallam.

Here's a printout of my Car on its first engine rebuild and the Injector Pump timing supposedly set correctly.

 

[Dauntless]

Your description of "amazing results" just sounds normal to me, that's how my Hilux performs now. On 33" tyres it is significantly faster than my mates 3L NA LN106, and 5L NA LN167, both on 30" tyres.

My plan is to use an Eaton supercharger at around 8-10 psi.

I'm sure turbo kits have been sold for the 2L in the past, though I don't see the point. A custom made manifold and reasonably sized turbo, coupled with nice exhaust, intercooler and associated piping is all that's needed, apart from adjusting the fuel properly.

But anyway, back on topic, are there any longevity issues with the engine while using forced induction, if temperatures are kept in check?