Toyota 1HD-FT vs 1HD-FTE

[KiwiDingo]

How would the FT be any better low in the rev range? The only advantage from more valves is flow which would only be evident at high rpm, no? Genuinely curious. If you have curves for both motors I'd love to see them.

That's what I'm saying, it's not better in factory form due to the emissions regulation at the time. If the FT was tuned with the same AFR as the DT was allowed to be tuned it would be better.

It's not just about max flow. Having two smaller valves / intake runners instead of one big one increases the air velocity which is really important at low RPM. Not only is the air entering the cylinder a much higher velocity, it also enters at two different angles creating two different swirl rotations in the cylinder for more optimum fuel mixing and ignition events.

The piston combustion bowls are also very different in design. As is the injector location and angle it's sprays into the bowl. The injectors themselves are also different, all these plus other differences between the two add up to an overall better performing engine.

 

[suzuguru]

That's what I'm saying, it's not better in factory form due to the emissions regulation at the time. If the FT was tuned with the same AFR as the DT was allowed to be tuned it would be better.

It's not just about max flow. Having two smaller valves / intake runners instead of one big one increases the air velocity which is really important at low RPM. Not only is the air entering the cylinder a much higher velocity, it also enters at two different angles creating two different swirl rotations in the cylinder for more optimum fuel mixing and ignition events.

The piston combustion bowls are also very different in design. As is the injector location and angle it's sprays into the bowl. The injectors themselves are also different, all these plus other differences between the two add up to an overall better performing engine.

I know everyone's wants and needs are different, but how is the best tuning achieved on the FT? I would be looking for more power overall, but would love to have better low-end performance. However, I don't want to push it hard, as I am also looking for longevity of engine life and reliability.

 

[Douglas S]

That's what I'm saying, it's not better in factory form due to the emissions regulation at the time. If the FT was tuned with the same AFR as the DT was allowed to be tuned it would be better.

It's not just about max flow. Having two smaller valves / intake runners instead of one big one increases the air velocity which is really important at low RPM. Not only is the air entering the cylinder a much higher velocity, it also enters at two different angles creating two different swirl rotations in the cylinder for more optimum fuel mixing and ignition events.

The piston combustion bowls are also very different in design. As is the injector location and angle it's sprays into the bowl. The injectors themselves are also different, all these plus other differences between the two add up to an overall better performing engine.

It seems like you are making a lot of inferences without any real support to back them up.

Did emissions really change that much from 1994 to 1995? And how can you really quantify the effect of the air entering at "different angles" creating "swirl rotations" or the impact of increased velocity of air (why would it have higher velocity anyway, theoretically a more restricted valve setup would have higher velocity at low rpm). I'm sorry but it sounds like BS to me. I remember conversations on this forum from years ago when Graeme was developing his turbos and it was clear the advantage of the FT came at high rpm.

Just to be clear I'm not arguing that the HD-FT isn't superior because it is, but you seem to be making a whole lot out of a little.

 

[Dougal]

I know everyone's wants and needs are different, but how is the best tuning achieved on the FT? I would be looking for more power overall, but would love to have better low-end performance. However, I don't want to push it hard, as I am also looking for longevity of engine life and reliability.

Fit a more active turbo, intercool it and tune the pump for safe and clean across the whole range.

 

[Michol126]

I will go with 1hdft not e, only reason it’s the diesel pump still mechanic, easy find a diesel shop rebuild it , but the FTE diesel pump, only way can find is in Toyota parts department.and cost triple than rebuild ,

 

[VADUS]

I apologize for lifting up this old thread, just want to share with you some information.
Of course, comparing standard FTE (especially restyle one with VGT) vs FT, the last one looking poorly. BUT:
The mechanical VE pump much more reliable against electronically controlled one. And at present days, when the all 1HD-FTE wiring, plugs, sensors and computers became old, this engine starts to bring a lot of headache.... at least in our region, where the temperature jumps over freezing point (32F or 0C) several times per day.
From over hand, you just need to let 1HD-FT to breathe normaly, and it will show much more greater result in comparison to FTE.

 

[Dougal]

I apologize for lifting up this old thread, just want to share with you some information.
Of course, comparing standard FTE (especially restyle one with VGT) vs FT, the last one looking poorly. BUT:
The mechanical VE pump much more reliable against electronically controlled one. And at present days, when the all 1HD-FTE wiring, plugs, sensors and computers became old, this engine starts to bring a lot of headache.... at least in our region, where the temperature jumps over freezing point (32F or 0C) several times per day.
From over hand, you just need to let 1HD-FT to breathe normaly, and it will show much more greater result in comparison to FTE.

The VP37 type pumps here have proven very reliable, I have a few relations and friends with these 100 series 1HD-FTE and they're not reporting failures of the pumps yet. Unlike the VP44 that all caused issues at relatively young age.

 

[VADUS]

I have the whole country full of these diesel TLC100.... bunch of different problems.... spill-valves generate half of them. Decreased power, extensive MPG.... To many problems just with wiring. One guy was traveling from Moscow to Bulgaria, and in the middle of his way engine lost about 2/3 of power. The problem was in a broken wire deep inside the factory wiring. His vacation was spoiled much... just because one wire... 1000 miles from home, local auto-shops are not proficient, finally he reached Burgas and Toyota officials - they spend full working day to find this wire. So, I'll never believe in its reliability..... especially with custom CPU (if any exists)

 

[Dougal]

I have the whole country full of these diesel TLC100.... bunch of different problems.... spill-valves generate half of them. Decreased power, extensive MPG.... To many problems just with wiring. One guy was traveling from Moscow to Bulgaria, and in the middle of his way engine lost about 2/3 of power. The problem was in a broken wire deep inside the factory wiring. His vacation was spoiled much... just because one wire... 1000 miles from home, local auto-shops are not proficient, finally he reached Burgas and Toyota officials - they spend full working day to find this wire. So, I'll never believe in its reliability..... especially with custom CPU (if any exists)

How many km are you seeing these failures at? Normal roads or all off-road use?

A lot of these here have 400-500,000km on them. Of course our roads are a bit smoother than Russia!

 

[VADUS]

Usually after 300 000 km. All kind of roads. Our diesel fuel is terrible compared to yours. Our climate conditions are much heavier, and they spread around the roads anti-ice compounds, which are killing the car bodies, frames and of course - electrical components. I am not saying, that every 1HD-FTE will have such a problems. But, I would never go on this engine far away from home. Old mechanical VE pumps are much more predictable and reliable. This is just IMHO, based on my experience.

 

[SNLC]

Usually after 300 000 km. All kind of roads. Our diesel fuel is terrible compared to yours. Our climate conditions are much heavier, and they spread around the roads anti-ice compounds, which are killing the car bodies, frames and of course - electrical components. I am not saying, that every 1HD-FTE will have such a problems. But, I would never go on this engine far away from home. Old mechanical VE pumps are much more predictable and reliable. This is just IMHO, based on my experience.

Well there you go, you just explained why an FTE is not better than a mechanical diesel in BFE Russia or Europe. Salt is the killer, without a doubt. That, regular old wear & tear and poor workmanship.

That is exactly why the 1HZ and HZJ Cruiser are still sold, they are probably the number one seller in the “General Country” markets.

I think Australia has proven without a doubt reliability across all the 70-series variants.

Cheers