- Thread starter
- #41
@Eurasiaoverland If you have a spare bracket let me know if you are thinking of getting rid of it.
Will be double checking the BJ73 one.
Will be double checking the BJ73 one.
Turbo 15B 80/40 (3 Viewers)
- Thread starter frankenyota
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Hopefully you've got the right one there. I'm afraid I'm hanging on to mine. Scouring yards in Australia for 1989 BJ70s might turn up results.
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- #43
Pretty sure the one l got offered is from an earlier model BJ73.
See what turns up
See what turns up
- Thread starter
- #44
Got home from work and found all my parts from Japan4x4 had arrived. So pulled the ACSD off and fitted a new oring and plate. Pulled the old coolant lines and drain cock and replaced with an early 3B one. Cleaned up the block and laid down some black paint on the bare metal to tidy it up. Left the idle up on for now but think it can also be removed unless it can be used for the AC which will go on eventually.
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- Thread starter
- #45
Pulled the intake to give it a clean and replace the gaskets. These things have a huge intake.
After cleaning the muck l decided to just clean up the alloy and leave it rather than painting. Replaced the injector seals in the head while l had good access.
Strip down
Dirty intake
After cleaning up and reassembly
After cleaning the muck l decided to just clean up the alloy and leave it rather than painting. Replaced the injector seals in the head while l had good access.
Strip down
Dirty intake
After cleaning up and reassembly
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Looking nice with the new paint and cleaned up intake.
From the look of the injection pump crank, this came from a manual transmission application. Would it be possible to post a picture of the ACSD? I've decided to keep mine on the 15B-T but mine was from an auto application (I'm putting it in a manual of course) and I need to change the crank on my ACSD. Are you planning on keeping yours?
From the look of the injection pump crank, this came from a manual transmission application. Would it be possible to post a picture of the ACSD? I've decided to keep mine on the 15B-T but mine was from an auto application (I'm putting it in a manual of course) and I need to change the crank on my ACSD. Are you planning on keeping yours?
- Thread starter
- #47
Yes it’s from a Dyna manual transmission.
Here’s some better pics of the ACSD.
Don’t think it will ever go back on as it’s pretty warm in Qld.
Here’s some better pics of the ACSD.
Don’t think it will ever go back on as it’s pretty warm in Qld.
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Thank you very much for the decent pics - first time I've seen that model of device. I'll send you a PM.
Do you have a boost compensator to go on the pump? Might be worth considering, even if you have to take it off a different model of pump.
Do you have a boost compensator to go on the pump? Might be worth considering, even if you have to take it off a different model of pump.
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- Thread starter
- #49
@Eurasiaoverland no boost compensator yet, is there one that can be fitted by myself or does it involve going to a diesel shop for install?
Looking at getting Josh at JH to overhaul the pump down the track and go for bigger nozzle injectors but want to get it all set up and running first.
Lots of work to do before then.
Looking at getting Josh at JH to overhaul the pump down the track and go for bigger nozzle injectors but want to get it all set up and running first.
Lots of work to do before then.
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- #50
Had a look inside the motor and was pleased at how clean it was. Also took a picture of the piston squirters, nice to see these when adding a turbo. Also replaced the oil pick up gaskets as preventative maintenance, these were old and crusty. New gaskets are metal where old ones were gasket paper type material.
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Wow, that is clean. I love how these DI engines run so much cleaner than the old IDIs.
About boost compensators, I don't know much about them, but I think they are largely interchangeable between pumps, with only the boost pin being application-specific, but I may be wrong. There are great diesel shops in Australia who can tell you more, and I think there are guys selling bespoke boost pins for 1HD-Ts, TD42s etc. You could ask on the 15B FB group.
I was previously thinking to turbocharge a 14B and bought an old pump for cheap from a 2C-TL (1980s Corolla) just for the boost compensator, as all the part were the same as a 14B-T bar the boost pin.
About boost compensators, I don't know much about them, but I think they are largely interchangeable between pumps, with only the boost pin being application-specific, but I may be wrong. There are great diesel shops in Australia who can tell you more, and I think there are guys selling bespoke boost pins for 1HD-Ts, TD42s etc. You could ask on the 15B FB group.
I was previously thinking to turbocharge a 14B and bought an old pump for cheap from a 2C-TL (1980s Corolla) just for the boost compensator, as all the part were the same as a 14B-T bar the boost pin.
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- #52
Got the sump cleaned up and put some engine paint on it and oven baked the paint, the Mrs didn’t look too pleased as she came home during the baking
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- #53
Just been speaking to a mate who offered me a grunter g turbo that has a chipped blade. He upgraded a few years back to another g turbo for more power. Now l have to decide between HX30 super, Arashi TD05 big16g with 6cm housing ( same housing as the HX30 super) or the grunter G turbo.
The grunter will use water cooling as well as oil so more plumbing and will need a rebuild but good for 25psi. The other turbos are oil cooled only.
Sent an email to G turbo and I’ll see what they say about an overhaul.
Update
G turbo said as the turbo is 2017 build they no longer support this model for parts. Bugger l wonder if anyone else would support these?
The grunter will use water cooling as well as oil so more plumbing and will need a rebuild but good for 25psi. The other turbos are oil cooled only.
Sent an email to G turbo and I’ll see what they say about an overhaul.
Update
G turbo said as the turbo is 2017 build they no longer support this model for parts. Bugger l wonder if anyone else would support these?
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Putting a small housing on a big turbo (6cm on a TD05) can drive it into surge and you end up with really low efficiency. The power and flow needs of compressor and turbine need to be matched.
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- #55
In Australia it seems like a lot of people have fitted the HX30 to 1HZ, 2H and TD42 engines so maybe if they are not suited to them is why people are saying they don’t perform. We never got the 4BT Cummins in any vehicles only gensets, same as 6BTs as far as l know.
I have been talking to a guy who fitted the HX30 super to a 15B in an 105 series with an anuto transmission and l thought he had good results. Pump was slightly modified and standard injectors but he recommended bigger injectors like the 15BFT.
This is his dyno sheet
I have been talking to a guy who fitted the HX30 super to a 15B in an 105 series with an anuto transmission and l thought he had good results. Pump was slightly modified and standard injectors but he recommended bigger injectors like the 15BFT.
This is his dyno sheet
Probably worth mentioning there are several different HX30's. Here are the most common.
Industrial Cummins with 40mm compressor inducer. Low performance.
Automotive Cummins with 44mm compressor inducer. Decent performance.
MWM fitment HX30 Super with 46mm compressor inducer. High boost and flow monster.
Industrial Cummins with 40mm compressor inducer. Low performance.
Automotive Cummins with 44mm compressor inducer. Decent performance.
MWM fitment HX30 Super with 46mm compressor inducer. High boost and flow monster.
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- #57
Been pricing a HX30 Super and required fittings, the 46mm compressor one
Came across information regarding the oil feed to have a 5mm hole drilled in the restrictive and the drain should be 3/4” hose. This size return is not as common and a true -12 AN that is usually with 3/4” fittings has an internal ID of about 17mm (11/16”)
Should l be going to the full 3/4” ID?
I currently have a 13mm hole drilled in the block where the factory turbo oil return should be but could go bigger. Just don’t want to have it restricted.
Came across information regarding the oil feed to have a 5mm hole drilled in the restrictive and the drain should be 3/4” hose. This size return is not as common and a true -12 AN that is usually with 3/4” fittings has an internal ID of about 17mm (11/16”)
Should l be going to the full 3/4” ID?
I currently have a 13mm hole drilled in the block where the factory turbo oil return should be but could go bigger. Just don’t want to have it restricted.
- Thread starter
- #58
Looking at this as a kit, not sure about the drain connection at the block. What does a 4BT have?
Been pricing a HX30 Super and required fittings, the 46mm compressor one
Came across information regarding the oil feed to have a 5mm hole drilled in the restrictive and the drain should be 3/4” hose. This size return is not as common and a true -12 AN that is usually with 3/4” fittings has an internal ID of about 17mm (11/16”)
Should l be going to the full 3/4” ID?
I currently have a 13mm hole drilled in the block where the factory turbo oil return should be but could go bigger. Just don’t want to have it restricted.
You'll be fine.
- Thread starter
- #60
Don’t think the factory holset drain will work so chasing up some 3/4” hose fittings. Will try to make the block hole slightly bigger but will wait for the fittings to show up first
