Typical diesel pump lifetime

Hi
Many pumps have trouble starting around the 200,000km mark . Many can last 300,00kms plus .
Leaks
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 .

swamp

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.
cheers

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

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.

Roachie

I have an 80 series 1Hz that has done 410,000 km so far.
Not a problem with the pump so far (touch wood)

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.

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.

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.

Malcolm M the engine is a 1HD-FTE.