Looking for breakdown of "All Toyota" diesel swap options Pros / Cons

[yoda-g3]

Sorry if I've missed where this info might already be available. Seems like there's bits and pieces all over, but not one spot to digest it all.

Recent issues with my Safari turbo setup has me re-weighing my eventual diesel planning.

Personally I'm more interested on the most basic "all mechanical" diesel options packed in front of a 5 speed. Not ECU driven, minimal electric fuel pumps, etc. Like the old pre '94 Ford IDI's, or the earlier Cummins. I plan on doing waste motor oil / veggie and I want something that's basic to work on, and less wiring to mess with. Think a Mad Max zombie stomper.

(As of now I'm not interested in the 4BT due to rattles and shakes.)

I also need something that can put out 300+ ft/lbs of torque for towing my 6,000 boat, so getting an idea of what models can be "easily" built to handle that would be helpful.

Even though my needs are more specific I'd be happy to compile the info down in here for future searches.

Maybe 4 categories for each motor?

- Stock power / Ability to upgrade.

- Simplicity / Toughness of motor itself. (Mechanical injection up to fancy ECU's and MPFI)

- Ease / Cost of swap (Some details would be nice like what tranny options are available, minimal wiring, massive drive line tweaks, motor mounts, etc...)

- Sources (Front clip from Aussyland vs BJ40 pull out from Canada.)

If someone can get me started on the exact engine model numbers I can start digging and update with my findings.

 

[yoda-g3]

Basic Technical Specs / Overview

Found much of this this Info on Proffitt's Cruisers | Land Cruiser Restoration | Engine Conversion | Cruiser Suspensions and Wiki.

The most common Toyota diesel engines that we use in our (Proffitts) conversions are the 6 cylinder variants offered from 1986-current which are the 12HT, 1HZ, 1HDT, 1HD-FT, and the computer controlled 1HD-FTE. A quick rundown of the various engines that we have installed is as follows. Please call for additional information:

3B: 4 cylinder naturally aspirated; available in the Canadian market in BJ42, BJ60, and BJ70 as well as other markets. This engine takes very well to an aftermarket turbo. [Indirect Injection - Output is 90 hp (67 kW) at 3500 rpm with 160 ft·lbf (217 N·m) of torque at 2000 rpm. 3.4L]

13B: Same as the 3B but with direct injection. 3.4L

13BT: turbo’d version of the 13B. [Direct Injection. Output is 120 hp (89 kW) at 3400 rpm with 159 ft·lbf (217 N·m) of torque at 2200 rpm. 3.4L]

2H: 6 cylinder, naturally aspirated.; available in the Canadian market HJ60 as well as other markets. Does not turbo well; low boost only. [The 2H is a 4.0 L (3980 cc) inline 6, 12 valve OHV diesel engine. Bore is 91 mm and stroke is 102 mm, with a compression ratio of 20.7:1. Output is 103 hp (77 kW) at 3500 rpm - later production years 107 hp (80 kW) with 177 lb·ft (240 N·m) of torque at 2000 rpm.]

12HT: turbo’d version of the 2H. Excellent engine and quite powerful. Very limited production run 1985-1989 [The 12H-T is a 4.0 L (3980 cc) inline 6, 12 valve OHV turbocharged diesel engine. Bore is 91 mm and stroke is 102 mm, with a compression ratio of 18.6:1. Output is 134 hp (100 kW) at 3500 rpm with 232 lb·ft (315 N·m) of torque at 1800 rpm.]

1PZ: 5 cylinder, naturally aspirated (very similar to the 1HZ; except missing one cylinder). Very limited production run from 1990-1995 [The 1PZ is a 3.4 L (3469 cc) Inline 5 SOHC diesel engine. Bore is 94 mm and stroke is 100 mm, with a compression ratio of 22.7:1. Output is 104.3 hp (77.9 kW) at 4000 RPM with 238.0 N·m of torque at 2600 RPM.]

1HZ: 6 cylinder, naturally aspirated. Excellent engine and is seen as Toyota’s 3rd world workhorse engine. Production run: 1990-current This engine takes very well to an aftermarket turbo. [The 1HZ Toyota Landcruiser 4.2 Diesel 6-cylinder 12-valve ohc (over head camshaft) is of the IDI or indirect injection design, and delivers maximum power of 96 kW (129 hp) @3800 rpm and maximum torque of 285Nm (210lbft) @2200 rpm.]

1HDT: turbo’d version of the 1HZ. Excellent engine for a 80 series conversion. Available from 1990-1995 [The 1HD-T is a 4.2 L (4164 cc) straight-6 SOHC turbocharged diesel engine of direct injection design. Bore is 94 mm and stroke is 100 mm, with a compression ratio of 18.6:1. Output is 162 hp (121 kW) at 3600 rpm with 267 lb·ft (361 N·m) of torque at 1400 rpm.]

1HD-FT: 24 valve version of the 1HDT. Excellent engine for a 80 series conversion. Available from 1995-1997 [The 1HD-FT is a 4.2 L (4164 cc) straight-6 SOHC turbocharged diesel engine of direct injection design. Bore is 94 mm and stroke is 100 mm, with a compression ratio of 18.6:1. Output is 168 hp (125 kW) at 3600 rpm with 280 lb·ft (380 N·m) of torque at 2500 rpm.]

1HD-FTE: computer controlled version Toyota’s 6 cylinder diesel. Started in 1998. [The 1HD-FTE is a 4.2 L (4164 cc) straight-6 24 valve SOHC (single overhead camshaft) turbocharged diesel engine. Bore is 94 mm and stroke is 100 mm, with a compression ratio of 18.8:1. Output is 164 hp (122 kW) at 3400 rpm with 280 lb·ft (380 N·m) of torque at 1400 rpm. The fuel system is direct injection, and adopts the electronic fuel injection (EFI) system. Redline of this engine is at 4200 rpm. The version with intercooler as fitted to HDJ100 station wagons has 202 hp (151 kW) at 3400 rpm with 317.1 lb·ft (430 N·m) of torque at 1200-3200 rpm with a redline reaching 4000 rpm. A lower output 122 kW non-intercooled version powers HDJ78 Troop Carrier and HDJ79 Utility versions.]

 

[yoda-g3]

I figured I'd add interesting articles I've found here.

http://www.pirate4x4.com/forum/archive/index.php/t-526033.html

http://www.biofuelsforum.com/svo_users/7537-1hd_t_vs_12h_t_vs_td42tdi_wvo.html

 

[yoda-g3]

Reserved #3.

 

[clownmidget]

If you're set on veggie or biodiesel & Toyota I think the options are really limited.

1HZ then turbo it then check into Aus success doing LPG injection - might not like the straight veggie

 

[Douglas S]

1HD-T. No question.

 

[lumpy70]

Having owned and/or rebuilt some of these I can comment on the following:

3B: 4 cylinder naturally aspirated; available in the Canadian market in BJ42, BJ60, and BJ70 as well as other markets. This engine takes very well to an aftermarket turbo. (IDI - Output is 90 hp (67 kW) at 3500 rpm with 160 ft·lbf (217 N·m) of torque at 2000 rpm. 3.4L)

The 3B performs best when it is naturally aspirated, it is a workhorse and goes and goes. When turbo-ed it wakes up and is like a new engine BUT, I have yet to see one that doesn't start to develop overheating problems. I believe that perhaps the 3B head is not adequately cooled (cannot confirm), but I know of at least 8 engines including mine that did this, some after clean rebuild and being well broken in.

1HZ: 6 cylinder, naturally aspirated. Excellent engine and is seen as Toyota’s 3rd world workhorse engine. Production run: 1990-current This engine takes very well to an aftermarket turbo. (The 1HZ Toyota Landcruiser 4.2 Diesel 6-cylinder 12-valve ohc (over head camshaft) is of the IDI or indirect injection design, and delivers maximum power of 96 kW (129 hp) @3800 rpm and maximum torque of 285Nm (210lbft) @2200 rpm.)

1HDT: turbo’d version of the 1HZ. Excellent engine for a 80 series conversion. Available from 1990-1995 (The 1HD-T is a 4.2 L (4164 cc) straight-6 SOHC turbocharged diesel engine of direct injection design. Bore is 94 mm and stroke is 100 mm, with a compression ratio of 18.6:1. Output is 162 hp (121 kW) at 3600 rpm with 267 lb·ft (361 N·m) of torque at 1400 rpm.)

This isn't entirely true

turbo’d version of the 1HZ

the bottom end is the same, but the 1HZ has a timing belt and entirely different head and pistons as a result of the direct injection. The 1HD-T has geared timing which in my opinion is far less prone to failure and catastrophic damage. I can't deny that the 1HZ is a good engine, as it was in tons of LC's up until very recently, but the indirect injection and the belt driven timing are a turn off for me when it comes to Landcruiser indestructability.

Personally, the best engine per weight and SMOOTH torque curve in my opinion is the 13B-T. Despite many folks saying that this engine is obsolete, parts are still available for the 3B (obsolete as well) and that hasn't been in production for 23 years.

I loved my 13B-T, more than I like my 1HD-T.

My two cents.

Craig.

 

[yoda-g3]

If you're set on veggie or biodiesel & Toyota I think the options are really limited.

1HZ then turbo it then check into Aus success doing LPG injection - might not like the straight veggie

Less on the veggie and more on the waste motor oil route. If that makes any difference.

What are the install plus / minuses vs the 1HDT? Seems like you're starting with a better base. Any less electronic trickery involved?

 

[yoda-g3]

Having owned and/or rebuilt some of these I can comment on the following:



The 3B performs best when it is naturally aspirated, it is a workhorse and goes and goes. When turbo-ed it wakes up and is like a new engine BUT, I have yet to see one that doesn't start to develop overheating problems. I believe that perhaps the 3B head is not adequately cooled (cannot confirm), but I know of at least 8 engines including mine that did this, some after clean rebuild and being well broken in.


This isn't entirely true the bottom end is the same, but the 1HZ has a timing belt and entirely different head and pistons as a result of the direct injection. The 1HD-T has geared timing which in my opinion is far less prone to failure and catastrophic damage. I can't deny that the 1HZ is a good engine, as it was in tons of LC's up until very recently, but the indirect injection and the belt driven timing are a turn off for me when it comes to Landcruiser indestructability.

Personally, the best engine per weight and SMOOTH torque curve in my opinion is the 13B-T. Despite many folks saying that this engine is obsolete, parts are still available for the 3B (obsolete as well) and that hasn't been in production for 23 years.

I loved my 13B-T, more than I like my 1HD-T.

My two cents.

Craig.

Thanks! Great info. What is the sourcing options like for the 13B-T and what about bumping it up to get my power requirements out of it? Can it handle almost doubling its stock power?

 

[lumpy70]

There is lots of talk about using a 13B-T donor and "turning" it into a 15B-T. You need a 15B-T crank, head and pistons. Likely Dave from Japan4x4 (on here) could source new or used 15B-T parts.

Lowenbrau on here has researched this well, but I'm not sure of the specs.

This page: TLC FAQ - 5.4 Engine Specifications shows some specs but lists a 15B-FT which I'm not sure about.

For the numbers you are looking for out of a Toyota diesel, you might be leaning towards a 1HD-FT or FTE, but then you are into the electronics. There is a reason that the non-electronic injected Dodge Cummins used to make 140 hp and 280 lbs of torque and now makes 290 hp and 600 lbs of torque out of the same mechanical components, and unfortunately that is electronics.

Good luck!

Craig.

 

[Sport Hunter]

Thanks for the great thread. I am considering a diesel swap. I have been scouring the internet trying to decide what to do. I really want a Toyota only drive train, but the expense is so hard to justify. My ideal swap would be the new 4.5 V8 diesel in the JDM 200's ($$$). But, I have been looking at the jeep 3.0 (215 hp/376 lb-ft) which would bastardize my great Toyota 80. Not sure where to go, but this information is really helpful. Thanks.

 

[napir]

Also interested in doing this eventually, but likely not a Toyota motor. I'd like to do a 1HD of some sort, but they are hard to find and crazy expensive. Likeliest option might be Isuzu 4BD1T or Mitsu 4D34, to at least keep it in the Japanese family.