The 2H/12H-T/1HZ/1HD-T/1HD-FT Gturbo Alternative Tech Thread (8 Viewers)

Joined
Jun 27, 2007
Messages
484
Location
Calgary
Hi guys, first time poster here.
I've really enjoyed reading the entire 94pgs or so, but I need your help!
I've got a 1994 Hdj80 1HD-T auto, 4" lift on 33's, I've done a 4" in/out airbox mod, has top mount, Safari snorkel, a jap import 2 3/4 exhaust (was on it) and I have had the standard turbo running at 17psi for a few years now, I modded the fuel pin grinding the taper deeper and was running a tune that worked really well, responded well, egt's maxxed at 700deg pre turbo up long mountain pass, a slight puff smoke off the line, 350deg @11psi @100kph steady. EMP as expected relatively high at about 2:1 @3-3.5k rpm.
Gauges I've got boost & EGT, EMP, but do not have AFR yet.
So that's my back story, I've recently taken the plunge and bought and fitted a Mamba 12-11 Td05h 18g, I've changed nothing yet fuel wise and am really shocked at how high the egt's have shot up to and how relatively unresponsive it is.
It is sitting at 500deg at 100kph and only 5psi boost. It also only seems to want to boost to 17psi as well at max throttle even though I got greedy and installed the strongest alternative wastegate spring that came with the kit... EMP at 17psi and 3-3.5k rpm is about 30psi.
I realise I have to tune the fuel for it but I'm really confused about which way to go!
With the low boost response I'd up the fuel but the egt's are already high so I feel like that may only make things worse, what could possibly be wrong here? Could the 22psi wastegate spring be causing the high EGT by causing higher EMP?
Should I change it out for the 18psi spring?
Or do you think this is purely a fuel issue?
I'd really appreciate any help you guys can give me!
Cheers Jeff.

View attachment 2162886

View attachment 2162891
I like your silicone setup from your factory air box. Where did you get all the parts???
 
Joined
Apr 28, 2016
Messages
173
Location
Opotiki,Bay of Plenty New Zealand
Fitted a CT20B to my engine.
My original CT26 is in a need of a rebuild and my friend NZ Nath kindly gave me his now unwanted CT20B.
Just to update yous on the ct20b/ct26/16g hybrid I ended up with on my 13bt powered landrover, that didn't run well.

I got a good job offer and moved cities. I eventually got the chance to take the turbo in to a local bloke here in wellington. It was a stock ct20b turbine wheel, ct20b center, aftermarket billet 50/68 comp wheel. That is apparently the same spec as an 18g comp wheel. The 13bt comp wheel is 39/57. I had the comp wheel replaced with the stock ct20b 45/65 wheel, and a 2nd hand ct26 compressor housing bored out to fit.

The turbo works a lot better with the smaller comp wheel, though I suspect this wheel is still too big. It's hard to compare it to the stock ct26 due to the time that's passed, but I think on the ct26 from 1900/2000rpm the boost ramped up really quick, wheras the ct20b is a bit lazy to spool. It does see boost as low as 1300rpm lugging in 4th gear on steeper hills, so maybe it is a good upgrade from a driveability point of view here in hilly NZ.

I'm interested in why we thought the holset he221w wouldn't fit? It would be a case of adapter plate between the turbo and manifold, modified dump pipe, modified oil lines, modified inlet (which is just a pod filter at the moment), and clocking the compressor housing to point in the right direction?
What was not working good enough on his 13bt is actually going very well on my 12ht. Compared to the original ct26 it spools earlier and with more boost on less fuel. Way more torque at lower revs which is very welcomed in our hilly countryside.
Although I run the same 0.86 bar 12.5 psi boost the egt are lower at cruising but most noticeably in full power situations.
Perfect is that it is a direct fit of all the important connections - only the turbo stay needs to be adapted. The only drawback if you want is that the whole setup is quiter - and the very enjoyable turbo whine out of the 3" straight through is now mostly gone, inside also - there's only a faint whistle.
So its basicly the 1hdt-fte setup with a machined ct26 compressor housing to suit the larger compressor wheel - seems to me like a very good option for the 12ht
20220629_185728[1].jpg

Interesting side note is that I found what I believe is a imperfection inside the turbine housing of the casting process. After some grinding and scraping I got
rid of it.
20220618_154734[1].jpg
20220618_155414[1].jpg
 
Last edited:
Joined
Jun 27, 2007
Messages
484
Location
Calgary
If you think exhaust pressure is high then you can measure it. Sounds like you need a firmer wastegate spring.

I found the TD06SL2 turbos in the CT26 housing category. No mention of ball-bearings: Kinugawa Turbo 3 - https://store.kinugawaturbosystems.com/collections/toyota-land-cruiser-1hd-t-1hd-ft-1hd-fte/products/kinugawa-turbo-3-td06sl2-18g-toyota-land-cruiser-1hd?variant=42193063182590
Ball bearing one here: Kinugawa Ball Bearing Turbo 3 - https://store.kinugawaturbosystems.com/collections/toyota-land-cruiser-1hd-t-1hd-ft-1hd-fte/products/kinugawa-turbo-3-td06sl2-18g-toyota-land-cruiser-1hd-1?variant=42193000268030

Hard to say really. Definitely targetted at higher rpm power but there are no maps or efficiency numbers to go off.
I am about to pull the plug on a TD06SL2-18G 8cm Billet 6+6 / 9 Blades STS Journal bearing version

I've heard bad things about ball-bearing turbos on diesel because of soot. Does anyone have data to prove it?
What's everyone's experience with ball-bearing turbos on our diesel engines?
 
Joined
Nov 4, 2010
Messages
593
Location
Langley, BC
I am about to pull the plug on a TD06SL2-18G 8cm Billet 6+6 / 9 Blades STS Journal bearing version

I've heard bad things about ball-bearing turbos on diesel because of soot. Does anyone have data to prove it?
What's everyone's experience with ball-bearing turbos on our diesel engines?
I have one of the ball bearing turbo's from the MMP group buy from around 2017. I've put about 100,000 kms on the turbo and no issues yet.
 
Joined
Jun 27, 2007
Messages
484
Location
Calgary
I have a question about the different housings. The mounting bracket position is not in the same spot. Is this a concern for strength? can you run without a bracket without issues?

58010 left 58020 right (original on 1991 HDJ81)


View attachment 3115993
This is the bracket I have in question. Is it needed for strength Structural integrity?
View attachment 3116030

Does anyone know if the bracket for the 1HD-FT OR 1HD-FTE Are Different and could work?
1HD-FT/1HD-FTE
17293 STAY, TURBOCHARGER
17293-17020 W/O(EGR COOLER)
17293-17030 W(EGR COOLER)

vs 1HD-T 17293-17010

I've been trying to find pictures online to compare the part numbers but nothing is coming up
 
Joined
Mar 11, 2019
Messages
539
Location
80 Series 1HD-FT
I eventually threw my bracket away after removing it one day and never got around to installing it again. Haven't had any issues not using the bracket for over a decade and most cruisers I've worked on don't have them either.
 

mudgudgeon

SILVER Star
Joined
Dec 17, 2007
Messages
5,951
Location
Across the pond, and upside down
I have a question about the different housings. The mounting bracket position is not in the same spot. Is this a concern for strength? can you run without a bracket without issues?

58010 left 58020 right (original on 1991 HDJ81)


View attachment 3115993
This is the bracket I have in question. Is it needed for strength Structural integrity?
View attachment 3116030

Does anyone know if the bracket for the 1HD-FT OR 1HD-FTE Are Different and could work?
1HD-FT/1HD-FTE
17293 STAY, TURBOCHARGER
17293-17020 W/O(EGR COOLER)
17293-17030 W(EGR COOLER)

vs 1HD-T 17293-17010

I've been trying to find pictures online to compare the part numbers but nothing is coming up
I would say there would be minor differences between 1HD-T/1HD-FT and 1HD-FTE as the CHRA for the 1HD-FTE turbo is significantly smaller.

When I upgraded my exhaust, I ran it between the gearbox and frame. I figured with a bracket on the exhaust attached to the bell housing, and the beefy down pipe, there was no lack of support, so I left the turbo bracket off. It had lost the bolt into the turbo anyway, and threads were in bad shape
 

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