Mitsubishi 4D34-2AT3B diesel swap into 96 FZJ80

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Checked my coolant temp sensor, with the engine off the reading was 4.25kOhm, once up to operatng temp is was 200Ohm. Right in line with what the manual calls for. This was checked at the ECU connector, so I know there are no issues with the wiring.

Nice thought, but the investigation continues...

If it comes to needing a new injection pump, there is a good chance I will be switching to the mechanical pump.
 
If you do, would you run an A440F or try and swap over to a standalone controller for the trans? An A440F would be a super simple way to go, but it would mean dropping the trans again...

I'd bet the gasser A440F with a diesel torque would play just fine. Stone's 12HT - A440F in an FJ80 was done this way.
 
Fromage said:
If you do, would you run an A440F or try and swap over to a standalone controller for the trans? An A440F would be a super simple way to go, but it would mean dropping the trans again...

I'd bet the gasser A440F with a diesel torque would play just fine. Stone's 12HT - A440F in an FJ80 was done this way.
Click to expand...

I wouldn't change the trans at all. There is no reason why the TCU couldn't control the trans independently. At least no reason i can think of. As long as i rig up a throttle position sensor it should be fine.
 
SuperHatch said:
I wouldn't change the trans at all. There is no reason why the TCU couldn't control the trans independently. At least no reason i can think of. As long as i rig up a throttle position sensor it should be fine.
Click to expand...

Does it only use a TPS or is there something that gives it an idea of load as well (map sensor)?
 
Wheelingnoob said:
Does it only use a TPS or is there something that gives it an idea of load as well (map sensor)?
Click to expand...

Just TPS as best i can tell. The 98 4D34-1AT injection pumps are the same as the 2AT and 3AT pumps up front, they still have pre-stroke control and an MD-TICS actuator, but the governor end of the pump is mechanical instead of electronic. (Red 2 governor versus Red 3) They still have an ECU, just a vastly simpler one, as i think it only controls the pre-stroke actuator. The engine speed sensor is still there as well, so if the TCU wants that signal is can be provided. Basically i can keep everything set up the way i have it, but go to cable throttle control versus drive by wire. This will allow me to turn up the fuel with simple mechanical adjustments like the Isuzu folks and as an added bonus i can hook the cruise up too.
 
That sounds like a much better setup, I really like the auto in this set-up but did not like the idea of a complicated ECU set running it (read: controlling/limiting it). Part of the beauty of a diesel to me is there simplicity.
 
Picking up my 1AT setup this weekend. Will be converting the truck the week between Christmas and New Years. Local dealer is parting a 98 truck and I was able to hear the engine run before taking the plunge. Suffice it to say I'm getting the Injection Pump, Injectors, ECU, and other misc. parts for less than half of what it would have cost to have my existing pump rebuilt.

Just hearing that other truck run was enough evidence for me to know I'm having a serious fuel delivery issue, the combustion sound is completely different. Quieter and smoother at idle, and a significantly louder and more agressive sound when on throttle.

Also, there is a "max fuel" screw on this pump just like the Isuzu pumps, should be a no-brainer to turn up the power now.

Fromage, if you read this, I'll have my current ECU for sale if you're interested in a core to play with for software tuning development.
 
SuperHatch said:
Picking up my 1AT setup this weekend. Will be converting the truck the week between Christmas and New Years. Local dealer is parting a 98 truck and I was able to hear the engine run before taking the plunge. Suffice it to say I'm getting the Injection Pump, Injectors, ECU, and other misc. parts for less than half of what it would have cost to have my existing pump rebuilt.

Just hearing that other truck run was enough evidence for me to know I'm having a serious fuel delivery issue, the combustion sound is completely different. Quieter and smoother at idle, and a significantly louder and more agressive sound when on throttle.

Also, there is a "max fuel" screw on this pump just like the Isuzu pumps, should be a no-brainer to turn up the power now.

Fromage, if you read this, I'll have my current ECU for sale if you're interested in a core to play with for software tuning development.
Click to expand...


Will it still send the right information to the trans ECU? Looking forward to seeing how much of an improvement this makes.
 
Cool. I really hope it works out. If I was in your shoes I would be on the hunt for a fully hydraulic trans as well, it would address the shift points and make for a super simple setup. Slap the torque converter and bellhousing on and bolt it right in, no wires, only the timing controls to worry about. I think that this is likely the most reliable way you can go. I worry about the troubles you will have making the TCM work without the governor inputs, there is a lot of wires that run from the ECM to the TCM, they are likely going to transferring lots of info. I don't know this for a fact but I would bet on it.

An FJ80 A440F would be bolt-in, no muss or fuss, away you go with a minimal amount of BS. The amount of hours you may lose trying to figure out the controls will probably be less than a trans swap (especially since nothing internal is required).

Keep the A442F and eventually build an A440F hydraulic with the 0.70 OD gears...

I'd be interested in all your spare bits - Pump, injectors, ECU. Depends on the price, but we can talk. Send me a PM when you have an idea of what you want for it all.
 
Best I can gather, the TCU is interested in engine RPM, Throttle Position, and WOT swtich. Throttle Position and WOT are sent from the TPS, engine RPM from the ECU. The 1AT pump still uses anengine ECU, and the Jatco trans in that truck still has a TCU and is fully electronic. The 1AT pump still has the same engine speed sensor as the 3AT pump in the same location. I am betting on the required output signals being available from the 1AT ECU. I may lose that bet, but we'll see. If they're not there I will either go with a fully mechanical trans like the 440, or a standalone TCU.

You can expect lots of pictures and more info in a few weeks.
 
SuperHatch said:
Best I can gather, the TCU is interested in engine RPM, Throttle Position, and WOT swtich. Throttle Position and WOT are sent from the TPS, engine RPM from the ECU. The 1AT pump still uses anengine ECU, and the Jatco trans in that truck still has a TCU and is fully electronic. The 1AT pump still has the same engine speed sensor as the 3AT pump in the same location. I am betting on the required output signals being available from the 1AT ECU. I may lose that bet, but we'll see. If they're not there I will either go with a fully mechanical trans like the 440, or a standalone TCU.

You can expect lots of pictures and more info in a few weeks.
Click to expand...

It may be worth the trouble to retain the entire trans as it's probably stouter than the hydraulic 440s. I hope it works for you... Being an "early adopter" can be a real b!tch... :hillbilly: I think it will go like stink when you give that fuel screw a few turns. There is lots of power potential in this engine.
 
Since pictures are worth a thousand words...

The first picture is a 1AT injection pump. You can see that the front end of the pump (where the timing gear is) is identical to the front end of the 3AT pump in the second picture.

The difference is the back end of the pump where the governor is housed. There on the 1AT pump there is throttle linkage on the top of the governor and a boost refence hose on the back. On the 3AT pump is it all electronic.
red2.webp
red3.webp
 
Good news on many fronts.

Picked up my new to me 4D34-2AT3A injection pump today, as well as the corresponding ECU, a number of sensors, and injectors. I also picked up a second 2AT injection pump that is in rough shape simply as a core if I ever need a pump rebuilt, or as a learning piece to tear apart and experiment on.

I also received my complete 96-01 Fuso OEM service manual covering ever model (FE, FK, FG, FM, etc.) within that year range.

After reviewing the service manual for the 97 FE (that I pulled the pump out of) and the 99 FE (that my current engine is out of), there are ZERO wiring differences on the transmission side of the circuit. Yes, the connectors are different, the trans themselves are different, and the TCUs are different, but as far as inputs/outputs and required sensors, there are no differences.

The 2AT truck still has a throttle position sensor on the throttle pedal in the cab, and its sole purpose is to provide pedal position to the TCU, it isn't even wired to the ECU.

Speaking of the ECU, it is much much smaller than the 3AT ECU, and much simpler. There are only 47 pins total, and only about half are used. The only thing the ECU reads is RPM, Coolant Temp, Boost Temp, Pre-stroke position, and it ouputs pre-stroke controls accordingly. It also has a tach output. The plugs on the pre-stroke portion of the pump are the same, so I can still use those portions of my current engine harness. Re-wiring will simply be a matter of finding the correct pins at my current ECU connectors, and soldering the connections to the new ECU connectors.

The 2AT service manual also defines what each screw on the pump does... one for idle RPM, one for may RPM, and one for fuel rate. Pretty simple. The governor accounts for boost mechanically and is actuated by a throttle cable.

I am genuinely excited about the downgrade/upgrade, and will document thoroughly including pictures once I get it going. I think the trickiest part will be fabricating a bracket onto the OEM pedal assembly that will allow the TPS to mount up and function.
 
Great! I will be watching this closely!
 
I decided to delete the valve in the intake while I had it off. Helps increase flow some and removes restriction and unused parts. I pulled the butterfly out, then the shaft slid out one side. I tapped the hole and put a bolt in to seal it. Also a picture of the intake to show how clean it is inside afte this engine has done 150k miles. I don't think the turbo is dumping any oil into the intake at all.
IMG_8317 (2).webp
IMG_8319 (2).webp
IMG_8320 (2).webp
 
The first pic is the butterfly valve in the intake, I decided to remove it while I had the intake manifold off. The butterfly simply unscrews from the shaft, the shaft slides out one side. I tapped the hole and used a bolt to seal it up. The last pic is just of the inside of the intake. No oil residue or anything nasty at all.
IMG_8317 (2).webp
IMG_8320 (2).webp
IMG_8319 (2).webp
 
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