Which would you buy, a BJ60 or a HJ60?

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70sguy said:
Piston skirt cooling nozzles..or lack thereof in the case of the 2H.
3B, 13B-T, 12H-T, 1HZ, 1HD-T All have em.
Lets all draw our own conclusions.
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LOL. The engineers at Toyota seemed to think with 10 liters of oil and running 85lb pressure there was no need for them on this low stressed unit. Also where you guys only ever got a handful of these 2H motors it seems to be a problem where here where we got many thousands it does not seem to be a problem, very strange. If the nozzles are necessary , why don't you fit them to the 2H motors you rebuild? Probably for the same reason here " that the 2H does not really need them". There are actually better pistons [pictured] available than the standard pistons supplied by Toyota, but I have not seen anyone from Canada recommend fitting these to anyone rebuilding,,why? Also it seems a coincidence that it is easier to state faults with a motor that you hardly ever sell, LOL. It is no coincidence that when the 2H was sold here it had to stack up against a six cylinder diesel and four cylinder turbo diesel that was used by Nissan in their Patrol wagons,utes etc which it did very well. The 3B was not sold here in full sized cruisers because it was underpowered compared to the 2H and Nissan Diesel motors, it was not considered as an option either. In a smaller cruiser I think it would be outstanding with better weight distribution. While overtaking on the highway at 100ks a standard 2H needs a good clear run up. My 2H with turbo running 33x12.5x15 will run straight to 140ks, some difference for sure. Today there a still thousands of utes, troopys and wagons right back to the 45 series up to the 75 and 60 series running around here with 2H motors, not just a few here and there like in some countries.Strange but the 2H is the only thing that has not been rebuilt on my truck. I bought the pistons o/s .5mm just over 2 years age and have not used them yet. cheers :D Best stay with facts when drawing conclusions. ;)
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That is a very useful post. If turbo'ed, would the 2H require piston skirt cooling? Would it be beneficial?
 
bigbrowndog said:
There are actually better pistons [pictured] available than the standard pistons supplied by Toyota, but I have not seen anyone from Canada recommend fitting these to anyone rebuilding,,why?
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Lets hear more about these aftermarket pistons and why they are better. Who makes them? I'm interested.
 
GLTHFJ60 said:
That is a very useful post. If turbo'ed, would the 2H require piston skirt cooling? Would it be beneficial?
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Piston skirt cooling is there to obviously cool the pistons. If you dont let them get too hot by easing off the throttle and keeping the boost down ,then the 2H can survive a turbo.

Im not sure how you could add PSC to the 2H like a 12HT.
Turbo engines usually have thicker pistons also.
 
GLTHFJ60 said:
That is a very useful post. If turbo'ed, would the 2H require piston skirt cooling? Would it be beneficial?
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If you are considering turbos in the future read the book "Maximum Boost" by Corky Bell, it will tell you all you need to know, including piston skirt cooling!!
 
GLTHFJ60 said:
That is a very useful post. If turbo'd, would the 2H require piston skirt cooling? Would it be beneficial?
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I seem unable to find what BB asked , "What do you intend to use your truck for?'' Perhaps I have missed the answer. This would give a better indication of the motor requirements. Where do you intend to bring your truck into the states from? This will , depending on the country it is purchased from limit what motor you will be getting also.
Piston skirt cooling is certainly beneficial, but there are thousands of turbo 2H with high Ks running around Oz every day of the week. The popularity of this modification was borne out by the several different companies all offering their kits. The 12HT is rock solid [ more so than the 2H] but the big improvement is in the direct injection. Also if you went for a 2H added a turbo then why spend more to go to a 12HT. How much power do you want. If you intend to import why not just import a HJ61 that has a 12HT as factory? If a 3B suits you then buy that all these motors will last for years if they are serviced correctly. How many factory turbo gassers are fitted with oil nozzles, running higher temperatures,higher revs and boost unheard of in a Toyota diesel? Lack of oil causes rings and bores to wear, overheating causes the rings to lose their tension making them useless.:D
 
bigbrowndog said:
Also where you guys only ever got a handful of these 2H motors it seems to be a problem where here where we got many thousands it does not seem to be a problem, very strange. If the nozzles are necessary , why don't you fit them to the 2H motors you rebuild? Also it seems a coincidence that it is easier to state faults with a motor that you hardly ever sell, LOL. :D Best stay with facts when drawing conclusions. ;)
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This is like Deja vu.
What I stated about the piston cooling jets was a FACT BBD. You don't think they have any significance and that's fine. I didn't tell anyone what to think.

Yes, I know that AUSTRALIA got lots and lots of 2H powered cruisers and has had great success with them, and that is really great. GLTHFJ60 is planning on bringing in an HJ60.. I am guessing probably from CANADA
Toyota CANADA sold exactly 1017 2H powered HJ60s from 1986 to 1987
Toyota CANADA sold exactly 5313 3B powered cruisers from 1981 to 1987
Here in CANADA there has been an extremely disproportionate number of the 2H engines suddenly losing compression in 1 cylinder (cracked ring) between 300 and 400k km. 3Bs generally die a slow death at somewhere past 600k km. There are exeptions on both, 3Bs sometimes die sooner if ill treated, there are also many that rattle well beyond 600k km. 2Hs sometimes die prior to 300k km, some of them go beyond 450k km.
If you look at the way the 2 engines are designed, built and the quality of parts used they are the same. The one and only notable difference between the two engines is the FACT that the 3B has piston cooling jets and the 2H does not.
In my opinion this is why 2H engines coke up and crack rings. Can anyone else explain why in CANADA a 3B in a 60 chassis consistantly outlasts a 2H in a 60 chassis?
It is my opinion that had Toyota put the jets in the 2H block, the 2H would have been every bit as great an engine as 3B, both underpowered, both great.

I have not sold a single 2H yet. Are they available in Japan and Australia? Hell ya. Do you know how many 3Bs I have sold in the 7 years I have sold engines? ONE! I guess I should start slaggin them too.

Cheers
 
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I'm from a family that's owned nearly 20 Cruisers with B and H series engines over the years. The B's are great engines, but it seems the H engines required less maintenance, rarely having to ever pull a head off. The engine in my HJ60 outlasted the body and drivetrain.
 
70sguy said:
This is like Deja vu.
What I stated about the piston cooling jets was a FACT BBD. You don't think they have any significance and that's fine. I didn't tell anyone what to think.

Yes, I know that AUSTRALIA got lots and lots of 2H powered cruisers and has had great success with them, and that is really great. GLTHFJ60 is planning on bringing in an HJ60.. I am guessing probably from CANADA
Toyota CANADA sold exactly 1017 2H powered HJ60s from 1986 to 1987
Toyota CANADA sold exactly 5313 3B powered cruisers from 1981 to 1987
Here in CANADA there has been an extremely disproportionate number of the 2H engines suddenly losing compression in 1 cylinder (cracked ring) between 300 and 400k km. 3Bs generally die a slow death at somewhere past 600k km. There are exeptions on both, 3Bs sometimes die sooner if ill treated, there are also many that rattle well beyond 600k km. 2Hs sometimes die prior to 300k km, some of them go beyond 450k km.
If you look at the way the 2 engines are designed, built and the quality of parts used they are the same. The one and only notable difference between the two engines is the FACT that the 3B has piston cooling jets and the 2H does not.
In my opinion this is why 2H engines coke up and crack rings. Can anyone else explain why in CANADA a 3B in a 60 chassis consistantly outlasts a 2H in a 60 chassis?
It is my opinion that had Toyota put the jets in the 2H block, the 2H would have been every bit as great an engine as 3B, both underpowered, both great.

I have not sold a single 2H yet. Are they available in Japan and Australia? Hell ya. Do you know how many 3Bs I have sold in the 7 years I have sold engines? ONE! I guess I should start slaggin them too.

Cheers
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I didn't know that piston cooling jets make such a difference in an engine's longevity. Is this the general conscensus? Do many people have 3b's that have more than 500k kms?

So a good plan of action to get a diesel 6 cylinder rig that will last forever would be to buy a HJ60 and then pop in a 12H-T?
 
I put a 3B with 650000 km into my BJ60 and have been driving it for the past while. I don't know what one with lower miles feels/sounds like, but amazingly mine doesn't smoke like crazy or eat oil for breakfast. I can get around the city just fine, but where I have problems is on hills or hills with wind. I'd compare it to a Toyota Pickup with a 20R, but not able to rev as high.

Just in contrast to my 650000 km 3B, the engine that it replaced only had 319000 km with a spun rod bearing.
 
denis said:
Didn't the early 2H have piston oil jets BTW ?
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According to the General market EPC where you find early HJ60s no.
3B 8008-8708 and 12H-T 8510-only.
 
GLTHFJ60:

How about this: What would you say to a super-clean 13BTJ60 that is already here in the States. I am considering selling mine so that I can buy a local FJ80 for a conversion. Some specs:

13BT/H55F turbo with 5 spd! Installed in March 05.
Dual batteries
eDead interior sound deadening
rust free
new suspension (coming soon)

I'll send pics if interested.
 
And for all those who are interested, my 13BTJ60 is actually a bit quicker than a buddy's 12HTJ62. He may have better top end because of the added horses, but I gotta say I've been really impressed with the pep of the 13BT. Plus, I get better mileage.;)
 
GLTHFJ60 said:
I didn't know that piston cooling jets make such a difference in an engine's longevity. Is this the general conscensus? Do many people have 3b's that have more than 500k kms?

So a good plan of action to get a diesel 6 cylinder rig that will last forever would be to buy a HJ60 and then pop in a 12H-T?
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The 3-4 3B and 13BT powered cruisers Ive looked at were all pretty worn out around 350k klm.
I dont disagree that they are capable of more,but its near impossible to find any engine that is 20+ years old that has been treated well and maintained religeously for the whole time.

One of the biggest enemies of underpowered diesels like the 3B and 2H engines,is drivers not accepting their limitations and they constantly get revved too high in an attempt to get more power.

Also people have different opinions of what constitutes a worn engine. Some believe it is showing signs of wear when it wont start any more:D

Me , I think its when it begins to blow blue smoke or uses any oil I want to get rid of it;)

IMO ,rather than pay good money for a high miler I would rather buy a dead one and have it rebuilt proffessionally and know its good,whether its a 3B or 2H.

The ONLY Toyota diesel that reguarly reaches 500k+ klms with reasonable compression is the 12HT;)
 
roscoFJ73 said:
The 3-4 3B and 13BT powered cruisers Ive looked at were all pretty worn out around 350k klm.
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The must have crap 2H engines here and crap 3B's over there!! My 3B has 495,000km's on it and I'll be driving it from Canada to Central America in a month!! I'm NOT worried about the trucks ability to make it there either.

350,000kms is about when I turbo'd mine!
 
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