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What did you do on your 70 series today? (21 Viewers)
- Thread starter IH8MUD
- Start date
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I have no idea. As @FJ73Texas and I were discussing, it's amazing how many different cluster variations there are with the 70 series. I look at that gauge every day and it didn't even register to me that the plastic piece was there until I was getting ready to install the overlay. Not sure what that says about my powers of observation, but you being from GA probably understand that
Like you said. I didn't realize all of the variations out there when I started making my own overlay. I know you already have it all buttoned back up and working but if you want a reprint (like below) with the "km/h" on the side like your original I can send it your way.
That would be fantastic! I'm very happy with what is there, but having the km/h would really tighten it up. I'm going to be taking the dash apart again soon to do some work on the HVAC vents and some other stuff so it won't be much trouble to put version 2.0 in place. You might have a back up job as a graphics dude!
Fantastic... this has given me some inspiration...
I need to do this so bad... I have the same problem, squeaky and jumpy. I also have the replacement. Ugh...
Trust me...once you do it, you will wish you had done it way sooner. Haha.
No more weird faces from people that ride in my cruiser wondering if there is some animal trapped in the dash.
"hardest" spot was getting the lags into the 2x6 studs. BUT luckily, the developer who built these homes in the 60's put the rafter tails directly above the studs on the bearing plate. This is common practice everywhere but you never know in New Mexico. I just located the rafter tails on the soffit via the nail marks and drew a level line down, giving us the location. The scab was drilled off-site, a few days before, so we were all relieved after drilling through 2" of stucco to hit studs on each hole. From there it was super easy. We're gonna use the same schematic for a garage/studio next year and then infill slowly over time. Should be a fun project.
For the first time ever I got the opportunity to drive a LHD / 5 speed / 2L-T powered LJ77. I expected it to be a real dog with that engine, it wasn’t. The gears were “very tall” and starting off in 2nd gear wasn’t an option. Those 4 coils provided a very nice ride. I officially take back all the negative thoughts I had about the “light duty” 77 Series. 
For the first time ever I got the opportunity to drive a LHD / 5 speed / 2L-T powered LJ77. I expected it to be a real dog with that engine, it wasn’t. The gears were “very tall” and starting off in 2nd gear wasn’t an option. Those 4 coils provided a very nice ride. I officially take back all the negative thoughts I had about the “light duty” 77 Series.
The KZJ78 Prados are exceptional vehicles. Super fast with the 1KZTE and it's nice to not have to worry about the 2L blowing up on ya if you drive it too hard. My friend has one that came from Messe Prado Workshop in Japan. It's a real looker.
I was under the impression, perhaps incorrectly, that the 2L and the 2L-T were actually fairly reliable. I thought it was when the letter “E” was added that things got questionable.
I was under the impression, perhaps incorrectly, that the 2L and the 2L-T were actually fairly reliable. I thought it was when the letter “E” was added that things got questionable.
2L engines have heads that are very prone to cracking. Water temps, along with EGT temps are the killers of those engines. But YMMV
Three of my good friends have had 2L-T engines blow up on them. One was in a Hilux, one a Prado, one a HiAce. All had flushed coolant systems, EGT probes, etc. Described as catastrophic. When they do blow, swapping a 1KZX in is tough since the L line had a shorter engine bay.
Ouch!!!!
I spent alot of time on Japanese car export websites that export used vehicles from Japan around the world. Originally I intended to import my LC from Japan. I ended up with a BJ73 from Spain. In hindsight I think a newer Prado with a 1KZTE engine from Japan may have been better.....I've heard people say they are "light duty" and have lighter Hi-Lux Axle's tranny etc... I don't see or hear of too many people having problems with their Hi-Lux's breaking, so maybe all that heavy duty isn't necessary for most people................You can find 1KZTE engines on Ebay periodically at reasonable prices from JDM importers here in the US complete with tranny's transfer cases etc. I've been scared away because of the "E" in 1KZTE as in Electronic when it comes to buying one for a swap. The Prado's are alot cheaper than the "heavy duty" models, and seem like really nice vehicles.
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Yeah, everything from the control arms, to the axles, panhard, etc are about half the diameter of their HZJ77 siblings. They're also coil, 12v, and much lighter...
Tapage
Club 4X4 Panamá
I Was giving some love to Cleopatra .. and in the process I did remove the gas lid to have better access to the area.
To my surprise under it joins the body it wasn't painted .? did Mr. T paint the body with the lid on ? I could not believe what my eyes were witnessing..
I'm very sad to admit there are few details here and there that keeps me wondering if that's normal on the 70 series due their " workhorse " status ..?
To my surprise under it joins the body it wasn't painted .? did Mr. T paint the body with the lid on ? I could not believe what my eyes were witnessing..
I'm very sad to admit there are few details here and there that keeps me wondering if that's normal on the 70 series due their " workhorse " status ..?
Yes.
GTSSportCoupe
2LTE abuser
Some miss information here that I can provide clarification on:
The L series motors have been made from 1977 through to today in the form of the 5LE (40+ years!). From 1990-1994 they had cylinder heads that were prone to cracking. All of this part number head cracked within about 100,000km from new. The replacement upgraded part numbers (for both 3L and 2LT-II/2LTE engines) are much improved and seem to be lasting at least 200,000km. Despite this problem lasting about 4 years, it has given the whole engine series a bad rep. This is unfortunate, because many of the L series have proven to be fine long lasting motors.
The 1KZTE head is also prone to cracking, and seems to let go around 200,000km +- depending on how it's maintained and driven.
The engine bay of the LJ7x and KZJx is the SAME SIZE. The 1KZT(E) motors are a common swap into the LJ7x trucks.
People need to realize that any Toyota IDI motor with turbo is prone to cracking the head. People go on and on about the invincible 1HZ. It's not so tough when a turbo is put on and it's worked hard. Tons of sad stories on the Aussie forums on the topic of failed turbo 1HZ motors. IDI motors just don't do well with turbo because of the prechamber in the cylinder head that naturally weakens it, and dumps a ton of heat into the coolant. That is the fundamental problem.
This is not true. The front axles/birfields/knuckles/spindles/bearings/seals/brakerotors/calibers/hubs are all the same part numbers between the 1990+ LJ7x/KZJ7x and HZJ77. Axle ball and diff are the same size too - just different gears. Front axle rebuild kits are the same between the two models.
The LJ7x/KZJ7x front radius arms are almost identical in size to the 80 series and later HZJ76 (front coils).
The LJ7x/KZJ7x frame is identical in strength to the HZJ77.
The LJ7x/KZJ7x A343F transmission is also used in late FZJ80s and the UZJ100 series.
The LJ7x/KZJ7x R15xF transmission is also used in some later model HZJ7x models.
The LJ7x/KZJ7x uses a heavy duty split t-case.
The LJ7x/KZJ7x does have a smaller 8" rear diff. However the rear axle shafts/bearings are the same or larger than semi-floating rear axles in the 40/60 series for example.
Weight of completely stock LJ7x/KZJ7x are very similar to a completely stock HZJ7x. About 130kg different.
So really, it's just the 2LTE/1KZTE engines that are the problem.
It bugs me when people crap on these trucks so much without having owned one or looked at it closely. They're not Hilux drive trains besides the engine. Most of the parts cross to other heavy duty landcruisers, OR are unique to the 70 series Prados.
Now, after 1995, the 90 series etc. Prados are a whole different ball of wax. They are in fact very similar to 4Runners and Hiluxs.
I must admit the LJ7x and KZJ7x trucks are definitely not for everyone. I think that owners of these trucks should be able to do their own wrenching, and be prepared to deal with the short comings of the engines. These motors need intercooling/tuning and a couple other tweaks to be long lasting and reliable. People that can't do their own work will spend a fortune paying shops to do this stuff....if they can even find a shop that is capable.
They can be very rewarding though. The 4.88 diffs are great for larger tires, the coil suspension is very comfy and can be setup for excellent off road performance. The interiors and options are luxurious. The slightly lighter front end (smaller motor) gives good handling.
The motors are not as fragile as many are led to believe. Most of the failures I've seen are owner's fault such as broken timing belts, running them out of oil, dropping nuts into the intake, failed t-stats/rads, too thin head gaskets, and not replacing a failing cylinder head promptly, etc. The only fundamental problem with them IMHO (besides being IDI) was the weak cylinder heads put on in 90-94 or so. The replacement part number as mentioned is much better. And the bottom end on these motors is tough with ceramic fiber reinforced forged pistons, piston oil coolers/squirters, forged rods/crank, etc. The valve train is identical to 1HZ/1HDT/1PZ/1KZ (same valve dimensions, shims/buckets/springs). The bottom ends never fail unless the owner has caused it. Compare this to turbo 3B's that break cranks, or turbo 2H/12HT that flog their piston ring lands, or turbo 1HZ that shatter pistons.
The L series motors have been made from 1977 through to today in the form of the 5LE (40+ years!). From 1990-1994 they had cylinder heads that were prone to cracking. All of this part number head cracked within about 100,000km from new. The replacement upgraded part numbers (for both 3L and 2LT-II/2LTE engines) are much improved and seem to be lasting at least 200,000km. Despite this problem lasting about 4 years, it has given the whole engine series a bad rep. This is unfortunate, because many of the L series have proven to be fine long lasting motors.
The 1KZTE head is also prone to cracking, and seems to let go around 200,000km +- depending on how it's maintained and driven.
The engine bay of the LJ7x and KZJx is the SAME SIZE. The 1KZT(E) motors are a common swap into the LJ7x trucks.
People need to realize that any Toyota IDI motor with turbo is prone to cracking the head. People go on and on about the invincible 1HZ. It's not so tough when a turbo is put on and it's worked hard. Tons of sad stories on the Aussie forums on the topic of failed turbo 1HZ motors. IDI motors just don't do well with turbo because of the prechamber in the cylinder head that naturally weakens it, and dumps a ton of heat into the coolant. That is the fundamental problem.
This is not true. The front axles/birfields/knuckles/spindles/bearings/seals/brakerotors/calibers/hubs are all the same part numbers between the 1990+ LJ7x/KZJ7x and HZJ77. Axle ball and diff are the same size too - just different gears. Front axle rebuild kits are the same between the two models.
The LJ7x/KZJ7x front radius arms are almost identical in size to the 80 series and later HZJ76 (front coils).
The LJ7x/KZJ7x frame is identical in strength to the HZJ77.
The LJ7x/KZJ7x A343F transmission is also used in late FZJ80s and the UZJ100 series.
The LJ7x/KZJ7x R15xF transmission is also used in some later model HZJ7x models.
The LJ7x/KZJ7x uses a heavy duty split t-case.
The LJ7x/KZJ7x does have a smaller 8" rear diff. However the rear axle shafts/bearings are the same or larger than semi-floating rear axles in the 40/60 series for example.
Weight of completely stock LJ7x/KZJ7x are very similar to a completely stock HZJ7x. About 130kg different.
So really, it's just the 2LTE/1KZTE engines that are the problem.
It bugs me when people crap on these trucks so much without having owned one or looked at it closely. They're not Hilux drive trains besides the engine. Most of the parts cross to other heavy duty landcruisers, OR are unique to the 70 series Prados.
Now, after 1995, the 90 series etc. Prados are a whole different ball of wax. They are in fact very similar to 4Runners and Hiluxs.
I must admit the LJ7x and KZJ7x trucks are definitely not for everyone. I think that owners of these trucks should be able to do their own wrenching, and be prepared to deal with the short comings of the engines. These motors need intercooling/tuning and a couple other tweaks to be long lasting and reliable. People that can't do their own work will spend a fortune paying shops to do this stuff....if they can even find a shop that is capable.
They can be very rewarding though. The 4.88 diffs are great for larger tires, the coil suspension is very comfy and can be setup for excellent off road performance. The interiors and options are luxurious. The slightly lighter front end (smaller motor) gives good handling.
The motors are not as fragile as many are led to believe. Most of the failures I've seen are owner's fault such as broken timing belts, running them out of oil, dropping nuts into the intake, failed t-stats/rads, too thin head gaskets, and not replacing a failing cylinder head promptly, etc. The only fundamental problem with them IMHO (besides being IDI) was the weak cylinder heads put on in 90-94 or so. The replacement part number as mentioned is much better. And the bottom end on these motors is tough with ceramic fiber reinforced forged pistons, piston oil coolers/squirters, forged rods/crank, etc. The valve train is identical to 1HZ/1HDT/1PZ/1KZ (same valve dimensions, shims/buckets/springs). The bottom ends never fail unless the owner has caused it. Compare this to turbo 3B's that break cranks, or turbo 2H/12HT that flog their piston ring lands, or turbo 1HZ that shatter pistons.
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GTSSportCoupe
2LTE abuser
You're right, sorry. In my post above I was talking more specifically about the 1990+ JDM LJ71/LJ78 and KZJ71/KZJ78 as those are what we have been getting in Canada and the USA. I think the European 2LT-II (LJ77) and 1KZT (KZJ77) trucks are very similar?
But you're right the LJ79 (3L engine) and RJ7x (22R) trucks did use lighter duty transmissions. Some even the G series?
