Typical diesel pump lifetime

Submitted: Friday, Aug 26, 2016 at 16:49
ThreadID: 133316 Views:11454 Replies:9 FollowUps:7
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Hi all,

I'm looking at buying a diesel 100 series cruiser. Just wondering how much life you can expect out of the diesel pump. Trying to get something with around 200k but I'm guessing that the factory pump will be pretty worn by this stage if it hasn't already bit the bullet.
Anyone know from experience What's it worth to have this repaired?

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Reply By: swampy - Friday, Aug 26, 2016 at 17:15

Friday, Aug 26, 2016 at 17:15
Many pumps have trouble starting around the 200,000km mark . Many can last 300,00kms plus .
fuel type ,company only bio fuel wears pumps out faster
fuel cleanliness
constant high water/ moisture in fuel concentration
The diesel shops I deal with charge for whats wrong with the pump not typically a flat rate
Its always best to do injectors and pump at the same time . Have checked and repair as required .

AnswerID: 603864

Reply By: The Bantam - Friday, Aug 26, 2016 at 17:51

Friday, Aug 26, 2016 at 17:51
My 5L has 360 000 on it and is running like a train original pump and injectors.
I know a bloke who did a pump rebuild and new injectors at 480 000 in a hiace. was still running.
AnswerID: 603870

Reply By: Dean K3 - Friday, Aug 26, 2016 at 20:49

Friday, Aug 26, 2016 at 20:49
One thign Toyota don't endorse is use of bio diesel and if only at 5% or less, they mostly reserved for really old diesel which aren't so sensitive to contaminants

low sulpher fuel may also cause orings and gaskets to leak prematurely but newer materials will offset this had this happen to my original NF 89 2.5TD Pajero (now a 120 d4d prado).

guess it all depends on how it was maintained by previous owner a fuel quality used engines can be still goign strong at 500K and other be shot at 100k all due to operating conditions
AnswerID: 603876

Reply By: Member - Roachie - Friday, Aug 26, 2016 at 21:01

Friday, Aug 26, 2016 at 21:01
Sold my 1HD-FTE 100 series with 315,000klm and never had any issues with pump or injectors.....neither had ever been touched.

The mob I work for have several Hiace vans (both 6.0 and 9.0 types). The one I drive every day has just had its 680,000klm service today and the others are all going just as well. Mine was playing up around Xmas last year....turned out to be the stupid EGR valve set-up.....the carbon build-up in the intake was so bad that it was severely restricting the flow of air into the motor. They cleaned it all out and it's running great again....but they wouldn't come at my suggestion of blocking it off.

I blocked off the EGR on my 100 series AND I also installed a Provent 200 to capture the blow by gases.

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AnswerID: 603877

Reply By: Hewy54 - Friday, Aug 26, 2016 at 21:37

Friday, Aug 26, 2016 at 21:37
I have an 80 series 1Hz that has done 410,000 km so far.
Not a problem with the pump so far (touch wood)
AnswerID: 603880

Follow Up By: Michael ( Moss Vale NSW) - Saturday, Aug 27, 2016 at 05:58

Saturday, Aug 27, 2016 at 05:58
Same here with my old Nissan GU 4.2, 415,000ks and pump and injectors have never been touched, It still gets 12Lp/100ks, same as from new. The performance hasn't changed, still as pathetic as ever!! Michael
Patrol 4.2TDi 2003

Retired 2016 and now Out and About!

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FollowupID: 873505

Reply By: Ron N - Friday, Aug 26, 2016 at 23:50

Friday, Aug 26, 2016 at 23:50
rb30e - The link below gives the technical description of the 100 series diesel engine, the 1HD-FTE.

1HD-FTE engine technical description

The fuel injection pump used on the 1HD-FTE is an electronically-controlled radial plunger type (also often known as a "rotary" pump).
The engine uses electronic controls for injection pump output and electronically-controlled injectors.

Rotary injection pumps are, and have always been, regarded as a "cheap construction" injection pump, as compared to the old-style in-line Bosch-type pump.

The rotary diesel injection pump was designed and introduced in the early 1950's as a much cheaper style of injection pump construction, to assist in lowering the cost of building diesel engines.

It was seized on by a number of manufacturers who produced lower-cost diesel engines, tractors and trucks - and the rotary injection pump design has had a sizeable following, for many decades.

However, due to its design, the rotary injection pump is prone to rapid wear, and is highly susceptible to damage by contaminated fuel.
If the fuel supply is kept spotlessly clean, the life of rotary injection pumps is usually quite satisfactory - but nowhere near the life of an in-line, Bosch-style pump.

Improved metals and materials have led to an improvement in rotary injection pump life, and the Japanese have been in the forefront as regards that angle.

However, nothing associated with diesel fuel injection repair comes cheap.
A fully reconditioned rotary injection fuel pump for a 1HD-FTE will set you back at least $4000.

They should last around 300,000kms at least without needing repair, if the fuel put through them has been good quality, and clean.
However, if the engine has been supplied with less-than-satisfactory fuel quality at any stage, this will definitely shorten the injection pump life.

Electronic injectors should almost certainly be reconditioned at 200,000kms for best performance and fuel economy.
If fuel injection patterns deteriorate, you stand to cause engine damage.

If the fuel droplets become too big, through injector wear, the injector will be effectively squirting raw fuel onto cylinder walls, thus washing off the protective oil film, and risking piston seizure. I have had this happen to engines I have owned.

Cheers, Ron.
AnswerID: 603884

Follow Up By: Member - Roachie - Saturday, Aug 27, 2016 at 07:54

Saturday, Aug 27, 2016 at 07:54
I agree with Ron about diesel cleanliness......it is imperative.

On my current truck (2012 Chev Silverado), I fitted a FASS lift pump/water separator/filtration system. Have a look at the Youtube link:


Note the need to keep air out of the fuel too.....I hadn't previously thought about air as being a problem.

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FollowupID: 873507

Follow Up By: pop2jocem - Saturday, Aug 27, 2016 at 12:49

Saturday, Aug 27, 2016 at 12:49
Absolutely correct about keeping the fuel contaminant, dirt and water free for long life re pump and injectors. Much about longevity depends on what the system was fed in the past and how often the filters were serviced.

Is the diesel a 1HZ non turbo or the 1HD-FTE factory turbo?

Both use the rotary style pump and although the 1HD-FTE uses an electronically controlled fuel pump, if memory serves me the injectors are still the old style non solenoid controlled so are servicable versus the replace only electronic injectors.. Both the earlier 1HD-FT (full mechanical) and the later 1HD-FTE had much higher injection pressures, although no where as near as high as the later CRD.

I think both had a duel spring design to enhance fuel burn and reduce emissions.

FollowupID: 873521

Follow Up By: fisho64 - Saturday, Aug 27, 2016 at 22:32

Saturday, Aug 27, 2016 at 22:32
Not sure where that article was sourced but as far as I am aware the 1HD-FTE does not have electronically controlled injectors, the pump has electronic controls but as far as I remember there are no wires going to any injectors?
Also (from someone elses post above not yours Ron) Biodiesel doesnt "cause more wear".
It may be more susceptible to contaminants and also will carry water like ethanol but this isnt the fault of the biodiesel, rather the storage, use and handling of it.
In fact it has far greater lubricity than low sulphur diesel.

EDIT-Pop is on to it.
Ron, your info is usually impeccable, but cut and pasting has its hazards :-)
FollowupID: 873534

Follow Up By: Ron N - Saturday, Aug 27, 2016 at 23:15

Saturday, Aug 27, 2016 at 23:15
Fisho64 & pop2jocem - Thanks for the correction about the 1HD-FTE non-electronic injectors.

My injector information was wrong in post 603884 - and it was entirely due to my misreading of the excellent and accurate Australian Car Reviews article, on the 1HD-FTE specifications.

There was no cut-and-paste, it's all my own wording - I avoid using cut-and-paste, at all costs.

As you have stated, the 1HD-FTE fuel pump is electronically controlled, but the injectors are mechanical injectors.

Cheers, Ron.
FollowupID: 873535

Reply By: Ron N - Sunday, Aug 28, 2016 at 12:24

Sunday, Aug 28, 2016 at 12:24
rb30e - There's a good article about diesel fuel injection systems already posted on this site, by Ian Petersen.

Technical articles - Diesel Fuel Injection

Despite being written in 2007, all the info is still very current.

Under the heading "Piston/Plunger Pump Systems", you'll find a schematic layout, and operation explanation, of the Bosch VE "distributor-type" (or rotary-type) pump, as fitted to the 1HD-FTE Landcruiser engine.

As you can see, the injection pump has quite a lot of moving, wearing components - with the rollers and cam plate being a primary wear area.

Wear in the rollers and cam is caused by dirt or other contaminants in the fuel - and wear here reduces the plunger stroke, and therefore the amount of fuel being injected. The result is a decline in engine power output.

Wear also ocurrs between the plunger and its mating cylinder, allowing fuel under high pressure during the injection stroke to leak past the plunger.

These things are built like a Swiss watch, the clearances are around 0.00254mm or 0.0001".

It takes very little by way of contamination to create wear or scratches in the cylinder or plunger, to reduce injection pressure by a substantial amount.

These "distributor-type" pumps wear at higher rates than inline pumps, because there's only one injection plunger feeding six injectors - as compared to one injection plunger feeding one injector, with an in-line injection pump.

As a result, the "distributor-type" injection plunger is operating six times with every four engine revolutions - as compared to each plunger on an inline pump, only operating once every four engine revolutions.

One check that you can do, to try and determine if there's any potential trouble with a VE pump, is by unscrewing the banjo fitting on the return line, where it attaches to the injection pump.

If you take the banjo fitting right out, and find even the slightest amount of metal filings inside the fitting, then the injection pump has serious wear issues, and is due for overhaul.

You can also do a pressure test on the pump output, and a "pop-off" test on the injectors to see if they are performing to specifications by the pintle valve in the injector releasing at the correct pressure. However, injectors need to be removed to be tested.

The pintle valve in the injector is controlled by a heavy spring that weakens with age - and the injector pintle wears in its seat, and stops sealing effectively at the end of its injection pulse, thus creating "injector dribble".

Cheers, Ron.
AnswerID: 603920

Follow Up By: fisho64 - Monday, Aug 29, 2016 at 21:52

Monday, Aug 29, 2016 at 21:52
I might have had a couple of sherbets, but there seems to be a fundamental error in this article also Ron?

quote "As a result, the "distributor-type" injection plunger is operating six times with every four engine revolutions - as compared to each plunger on an inline pump, only operating once every four engine revolutions"

Is it not every 2 engine revolutions?
FollowupID: 873595

Follow Up By: Ron N - Monday, Aug 29, 2016 at 22:11

Monday, Aug 29, 2016 at 22:11
fisho64 - Correct, you've caught me doing my sums wrong again!
Must have been posting too late in the evening! [;-)

Two strokes of the combustion cycle to every revolution of the engine means a fuel injection sequence every 2 revolutions, not 4.

Thanks for keeping me on my toes!

Cheers, Ron.

FollowupID: 873596

Reply By: Malcom M - Monday, Aug 29, 2016 at 07:40

Monday, Aug 29, 2016 at 07:40
To answer what you asked.

Anywhere between 50Km and 500,000Km
Its not a predictable fail and you will not be in a position to determine the pumps condition without having it pulled down by a diesel specialist and yes its bloody expensive.
Why are you concentrating on the pump anyway. The rest of the engine costs some 10-12K to rebuild when its worn out and pump failures are not that common anyway.

The 1KZ-FTE is a very reliable and long lived motor. If you have a truck in mind try and take it to a diesel specialist (not your local petrol mechanic) and have it checked out for compression etc.
It'll cost you a few dollars but its well worth the piece of mind.

Don't buy one without a full service history, simply not worth the risk in my opinion.
My 100 has about 300K on it. The pump has never been removed. The injectors have been serviced every 100-150K, oil, filters etc replaced every 5K.
If the engine is well looked after it should easily see 500K.
Have a browse around Lcool.org (ozzie landcruiser forum) for owner experiences.
AnswerID: 603931

Reply By: David T6 - Sunday, Sep 04, 2016 at 13:31

Sunday, Sep 04, 2016 at 13:31
Malcolm M the engine is a 1HD-FTE.
AnswerID: 604101

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