LX450 Cummins 6BT Engine Swap (1 Viewer)

[Beast of Berlin]

Hi guys,

as I went through some threads about the Cummins 6BT engine (power-pack) swap to a stock LX450. I consider it as pretty reasonable to work it out on my vehicle. Currently I end up at with 11.5 mpg at about 1,40€/litre which is quite painful. Beside that would it – if an extended range gas tank is included – just give a distance of 800km. While a diesel would provide up to 2000km with the additional tank at an estimated 18 mpg. Travelling Algeria or Russia this is an absolut necessity.

Is there any detailed manual to follow which instructs step by step the rework - may be from Jonesy’s Auto-Club? Especially with the electrical wiring connections, interfaces and adapters I would probably struggle. What is the recommendation for the transmission? Should a NV4500 be the better option? Or could I stay with the stock Toyota automatic? How can I change the stock T-Case into split case for part-time 2WD? Is it necessary to exchange the bevel gears to get a lower drive-line ratio? Or will that be helical gears in the T-case?

Does a parts list exist telling what to purchase for the engine swap? And where to order the components or to machine according to drawings?

Greetings from Germany.

 

[GSTMike]

Hi guys,

as I went through some threads about the Cummins 6BT engine (power-pack) swap to a stock LX450. I consider it as pretty reasonable to work it out on my vehicle. Currently I end up at with 11.5 mpg at about 1,40€/litre which is quite painful. Beside that would it – if an extended range gas tank is included – just give a distance of 800km. While a diesel would provide up to 2000km with the additional tank at an estimated 18 mpg. Travelling Algeria or Russia this is an absolut necessity.

Is there any detailed manual to follow which instructs step by step the rework - may be from Jonesy’s Auto-Club? Especially with the electrical wiring connections, interfaces and adapters I would probably struggle. What is the recommendation for the transmission? Should a NV4500 be the better option? Or could I stay with the stock Toyota automatic? How can I change the stock T-Case into split case for part-time 2WD? Is it necessary to exchange the bevel gears to get a lower drive-line ratio? Or will that be helical gears in the T-case?

Does a parts list exist telling what to purchase for the engine swap? And where to order the components or to machine according to drawings?

Greetings from Germany.

There's a pretty useful sticky at the top of these posts for diesel swaps, I've read through a lot of it just killing time as I enjoy learning about what others have done. I'd suggest posting in that thread after having a read through as you might find most of your answers are already in there.

 

[Delta VS]

Do a search for @mryanangel 's Cummins build thread, quite detailed.

 

[Dirty Koala]

Here you go bud, crack open a brew and get to reading.

Builds - Dirty Koala Build - Cummins Common Rail + NV4500 + HF2AV Swap

Build Progress Index: Basic Maintenance Welded body trim & flare holes Dual Battery Isolator - Hellroaring Welded Roofrack holes & Installed ARB Bumper Sound Deadener Install Dual Battery Control & Monitor Installed New Carpet New Leather Installed Part-Time Transfer Case Body Prep for...

forum.ih8mud.com

 

[cody c]

Yea, as an 80 owner with a cummins, definitely the 5 speed, and I wish I had an AWD case instead of the split case, I think wits-end sells it now. You get the benefits of fuel consumption when idling down trails and roads more so than on pavement.

 

[Beast of Berlin]

Hi cody c, fuel consuption gets lower only in off-road. Might be be due to slightly different drive shaft speed rear vs. front. On-road they are more or less the same. The stock AWD T-case has be reworked to get the split case or is it another item? Why are you not in favor of it?

 

[Dirty Koala]

Don’t do the split case. The adapter for the NV4500 to split case (advanced adapters) is notorious for leaking and the split case has a whine to it that you won’t like. The HF2AV to NV4500 adapter plate is the way to go. You just rebuild the NV4500 using a custom main shaft and then they all bolt together. You can buy the adapter kit from wits end. @NLXTACY

Engine Conversion Kit- Dodge NV4500 to Toyota HF-2A

Engine Conversion Kit- Dodge NV4500 to Toyota HF-2A (ECK-1)

absolute-wits-end.com

 

[SteelHunterFJ80]

Yea, as an 80 owner with a cummins, definitely the 5 speed, and I wish I had an AWD case instead of the split case, I think wits-end sells it now. You get the benefits of fuel consumption when idling down trails and roads more so than on pavement.

Why do you wish you stuck with AWD case? OP and I would probably like to know

 

[Dirty Koala]

Don’t do the split case. The adapter for the NV4500 to split case (advanced adapters) is notorious for leaking and the split case has a whine to it that you won’t like. The HF2AV to NV4500 adapter plate is the way to go. You just rebuild the NV4500 using a custom main shaft and then they all bolt together. You can buy the adapter kit from wits end. @NLXTACY

Engine Conversion Kit- Dodge NV4500 to Toyota HF-2A

Engine Conversion Kit- Dodge NV4500 to Toyota HF-2A (ECK-1)

absolute-wits-end.com

I would probably like to know

 

[mjosoba]

You’re really not going to lose any economy with AWD, the front end parts will still get the wear, as they are turning, it rides better with AWD. Really no reason to go 2wd.

 

[Beast of Berlin]

Where is the best spot to lower the drive line ratio? Diffs, T-case (Hi/Low) or some transmission gears... I estimate to lower it about 30% if converting from gas to diesel engine. I do not intend to implement diff lockers - stock LX is without any lockers - as vehicle future purpose is more a world-tourer than a rock-crawler...

 

[KliersLC]

If you do the part time conversion with manual hubs from Slee Offroad, you may save a little bit on fuel economy. I wouldn't think that you'll need lower gear ratios unless you will be rock crawling. For long distance travel, these are already geared low enough.

 

[Mr Cimarron]

Where is the best spot to lower the drive line ratio? Diffs, T-case (Hi/Low) or some transmission gears... I estimate to lower it about 30% if converting from gas to diesel engine. I do not intend to implement diff lockers - stock LX is without any lockers - as vehicle future purpose is more a world-tourer than a rock-crawler...

On my 80 series build I changed the ratios in the transfer case (split case). On my present 75 build I will be doing the same but with the HF2A ( 80 series case).
if you watch the Jonesy’s channel a lot of their videos are of my 80. Lots of stuff have been better developed since then. Jonesy’s (Adventure vehicles NW) Is still a good resource for me. I got my motor mounts and accessory mount from them.
If you see any of the Diesel Adapter stuff for sale stay clear. I’ve notice some old kits that were never installed coming up for sale. Better stuff out there now.

 

[Dirty Koala]

Where is the best spot to lower the drive line ratio? Diffs, T-case (Hi/Low) or some transmission gears... I estimate to lower it about 30% if converting from gas to diesel engine. I do not intend to implement diff lockers - stock LX is without any lockers - as vehicle future purpose is more a world-tourer than a rock-crawler...

I think the term 'lower' may be getting confused. Diesel engines run an lower RPM and have a much steep torque curve that petrol motors. When moving to a cummins from a 1FZ-FE, for hte same size tire, you will want a higher gear ratio for the diesel than you would want with the petrol motor.

Stock diff gear ratio is 4.1:1. If you want to run 35" tires, this will be a bit too tall (low) for running at highway speed witha cummins. You can either get a set of 3.54 (iIthink that is the available range) from Australia and change out the diff gears, or you can get a set of 9% overdrive High Range gears for your transfer case. You can get those from @cruiseroutfit Cruiser Outfitters. The other option is to run larger tires 37's and keep stock gearing. I have that setup...but personally think its still a bit too low for highway speed.

 

[cody c]

Why do you wish you stuck with AWD case? OP and I would probably like to know

T-case (split case from 60 series) leaks at the AA adapter, took it apart and resealed it a couple times, its louder than the AWD case, and one time I pulled it apart the bearing on the adapter shaft had cracked in two...

Also where I live there is snow on the roads enough months of the year, and I prefer AWD on snow icy paved roads over 4WD, especially on tight corners and at speeds.

Finally, with the diesel, I don't think much is saved in mileage vs a part time gas cruiser, and then I don't drive it often enough that even the fuel bill would be significant.

The only other thing interesting is the NP242 (2003-2009), the heavier version used in hummers or whatever.. Why, go to a SD D60 front axle and the offset would match, plus there is 2WD, AWD, 4WD, 4L option, so you could get AWD for winter and 2WD for summer.

 

[maxamillion2345]

Have you ever driven a 12valve dodge?

To be honest I commonly wonder, when people talk about wanting to swap in a 6bt, if people know what they’re getting themselves into.

And just to clarify, I do have a 6bt swapped 80...

 

[Beast of Berlin]

Have you ever driven a 12valve dodge?

To be honest I commonly wonder, when people talk about wanting to swap in a 6bt, if people know what they’re getting themselves into.

And just to clarify, I do have a 6bt swapped 80...

What are the mayor concerns? Noise, effort on conversion, vibrations...?

 

[Beast of Berlin]

I think the term 'lower' may be getting confused. Diesel engines run an lower RPM and have a much steep torque curve that petrol motors. When moving to a cummins from a 1FZ-FE, for hte same size tire, you will want a higher gear ratio for the diesel than you would want with the petrol motor.

Stock diff gear ratio is 4.1:1. If you want to run 35" tires, this will be a bit too tall (low) for running at highway speed witha cummins. You can either get a set of 3.54 (iIthink that is the available range) from Australia and change out the diff gears, or you can get a set of 9% overdrive High Range gears for your transfer case. You can get those from @cruiseroutfit Cruiser Outfitters. The other option is to run larger tires 37's and keep stock gearing. I have that setup...but personally think its still a bit too low for highway speed.

This is what I meant. 4.1/3.54 the ratio becomes 14% lower to get almost the original axle rpm. Or to compensate by tire circumference. A drive line ratio trade-off would be useful including the tire rolling radius under load. I will check the Hayne's manual for the stock ratios (AT, etc.). For the NV4500 5 speed gears and alternative bevel gear ratios I have no clue. Bevel gears @ 3.54 --> 13 pinions teeth and 46 crown gear teeth?Cruising at 100kph results 2100 rpm. A diesel of cause much less.

 

[Dirty Koala]

NV4500 + HF2AV with High range gears replaced with 9% overdrive + 4.10 diff gears and 35-37" tires is a good setup behind a 6BT cummins.

 

[Beast of Berlin]

And you consider this set-up as a real bargain and torque enhancement compared to the stock FZJ 80 power-pack? No regrets?