Hi all, first post on the forum so please let me know if I've put this in the wrong place/omitted key info.
Question: How difficult/realistic would it be to swap a 1HD-FTE (with trans, original wiring loom etc.) originating from a RHD UK-spec 100 Series into a LHD European spec 1994 VX Land Cruiser Auto with a 1HD-T)
The recipient truck almost certainly has a blown engine and I have singled out the 1HD-FTE for EXTREMELY specific reasons (read the long preamble below if you're interested in why)
I'm aware this broad category of swap has been performed successfully by others. My main questions are as follows.
If this swap is not viable, my alternative would be simply to source a replacement 1HD-T engine (though these are increasingly hard to find in France or the UK) and get the truck running again.
It has immense sentimental value to me and my family - my granddad had taken it on several tours of Africa and it has had a long-range fuel tank installed in it along with various other bits and pieces - so above all I'm keen to getting it back in a useable condition
Much appreciated,
LD
PREAMBLE:
Question: How difficult/realistic would it be to swap a 1HD-FTE (with trans, original wiring loom etc.) originating from a RHD UK-spec 100 Series into a LHD European spec 1994 VX Land Cruiser Auto with a 1HD-T)
The recipient truck almost certainly has a blown engine and I have singled out the 1HD-FTE for EXTREMELY specific reasons (read the long preamble below if you're interested in why)
I'm aware this broad category of swap has been performed successfully by others. My main questions are as follows.
- Obviously a custom wiring loom is required as the FTE is electronically fuel-injected and the -T is not - I've read on here that a company in Australia can produce these? Does anyone know if they're still in business and if so how I can get in touch with them. If not does anyone have a wiring diagram for such a loom?
- How difficult is the packaging of the intercooler in the 80-Series shell? Most of the engines I'm seeing for sale in the UK are from HDJ100 models which I believe came with the intercooler so this would have to be retained for the swap.
- Would it be best to retain the original 4-speed auto OR use the newer A750E from a 100 Series, in either case which modifications are required to get the whole assembly to fit together?
- Are there any specific hurdles in installing a RHD engine/trans combo into a LHD vehicle?
- Does anyone know of shops in either the UK or France which have done or would be capable of this kind of swap?
- For anyone who's swapped an FTE into an 80-series, has it been worth it? have the performance/economy gains been worth it? Has there realistically been any step-down in reliability?
If this swap is not viable, my alternative would be simply to source a replacement 1HD-T engine (though these are increasingly hard to find in France or the UK) and get the truck running again.
It has immense sentimental value to me and my family - my granddad had taken it on several tours of Africa and it has had a long-range fuel tank installed in it along with various other bits and pieces - so above all I'm keen to getting it back in a useable condition
Much appreciated,
LD
PREAMBLE:
Long story short my granddad has a 1994 80 Series with the 1HD-T engine, registered in France. last time it was started up there was severe vibration from the engine above 1500 RPM and the oil pressure gauge was alarmingly low. Needless to say we shut the engine off ASAP.
Due to my granddad's ongoing health problems neither he, myself or my family have had time to look into getting it back on the road. I am now in a position to do so.
Having read a few threads etc. it sounds like it's likely to be the big end bearings which are a known failure point if not properly maintained on these engines.
This was in fact the second 1HD-T that had been in the truck, the previous engine having grenaded itself after 350,000ish Kilometres. This leads me to believe that the mechanic who was "taking care" of the truck was not apparently aware of the need for preventative replacement of the BIBs. I've certainly seen no evidence in the service history that he had.
I'm now looking at options for another engine replacement, on the presumption that that the one currently in it is FOOBAR.
Realistically I don't want to get into LS/2UZ/Cummins territory due to cost, and the fact that the French DRIRE make it exceedingly difficult to re-register a vehicle which has had a non-standard engine fitted (Though I would love to hear from anyone who's managed this in France!).
However as far as I can tell the vehicle would not require-re-registration if it was fitted with an engine from the same manufacturer, with the same fuel, and with the same capacity. (Anyone familiar with the beaurocratic nightmare that is the French authorities which regulate these issues please do correct me if I'm wrong!)
As such this opens the door to being able to drop in a replacement 1HD-T, a 1HD-FT or a 1HD-FTE.
Obviously, the FTE would be the ideal engine (more power, better economy, etc.) Bizarrely, these have also become more abundant in the UK versus the older and less powerful variants. I would guess that this is because of the Introduction of the ULEZ, which has rendered a lot of 100-series turbodiesels uneconomical in and around the capital, while old 1HD-T and FT engines have already been snapped up as spares etc.
These are the particular criteria that lead me to this swap.
My reading sort of leads me to the conclusion that the Aussie plug and play harness isn't really plug and play and may not be worth it. I got the impression that if you get the vehicle with complete engine and transmission harness, it's not as tough as one would figure to adapt to the stock harness anyway. Most of the wiring is basically self contained between engine, ECU, trans and trans controller. It only needs to talk to tie into the rest of the vehicle at a few points. As long as you know how to read wiring diagrams and have some understanding, it didn't really seem daunting. YMMV
