Replacing a 2h with a 1hz engine in 60 series

just faced this question myself.

I gained, from a few reputable sources, that there would be a need to replace the clutch and gearbox as well, shame really.

I guess that if your box needs work, it may well be an option for you, but as my box was rebuilt not long ago i just stuck with a recon. 2H.

Dave

Hi Matt, It may be a cheaper and easier option to put in a 12HT factory turbo motor. This was standard in the 86-1989 60, 61 and 62 series top models. I had this engine in my 86 model and it consistently got 30 MPG around town and on trips. That was about 750-800 kms to a standard tank. This motor is as powerful as a V8 and pulled my tandem trailer with 2 ton of building materials at well over 110 on the highway. It performed like this with over 350,000 ks on the clock. My brother has had the car for over a year now and has added another 50,000 and it still burns no oil and pulls like a train. A Toyota mechanic that I know reckons that this engine is by far the best diesel that Toyota made. I have a mate that has 600,000 on the original motor and it goes like the clappers. It would be an easy conversion as I believe that the original motor and gearbox will work fine. Also the diff ratios are made for this engine. All plumbing for power steering and aircon should be in the right place too. There is a 4WD wrecking yard on the corner of Frankston-Dandenong rd and Greens rd in Dandenong Victoria with about 50 rolled saharas and other 60 series in the yard at the moment so you should be able to get a donk from them. Hope that this helps. Andy

Andy is right, the 12HT would be the easiest engine to swap in and gain heaps of torque and improved fuel consumption, but, they too are getting old now and hard to find a good secondhand engine with a known history. I swapped in a 1HD-T into my 1985 75 series and had to alter engine mounts and change to a gearbox with the later fine-spline input shaft. Gympie 4x4 wreckers in Gympie supplied the engine, a reco box with the late fine-spline input and older output shafts so I could retain my existing transfer case. The 1HD-T uses a larger clutch (because of the torque) and that is why the input shaft had to be changed. However, the whole proposition is expensive, about $11,000 by the time you do all the little things like exhaust system and air-cond. hoses and power steering hoses etc. Dollars wise, it's cheaper to trade the bastard on to something that has already got what you need.
Cheers

Hi Overlord. Yes I am familiar with the various changes to the direct injected 1HD-T series engines. The 1HD-T was a purely mechanical engine, at least here in oz anyway. Can't speak for Europe or the states. The big-end bearing problem you often hear about has some merit, but has it's genises with poor driving habits. You see, the engine develops so much low down grunt, that drivers make the mistake of letting the engine lug and pull (which it will happily do) in high gear from very low engine speed. It is quite capable of pulling reasonably quickly in 3 rd gear from as low as 500rpm. While the grunt of this engine allows this to be able to be done, it does however, put enormous pressures on internal components, like the big end shells. With correct driver input, ie change down a gear, and regular inspection of bearing shells, say every 50,000km, damage can be easily prevented. I did not have any such problems with my engine, and it had done many a swag of tough desert expeditions. Interestingly you mention GM diesels. My 1HD-T was a direct swap into the vehicle after the 6.2 litre GM died on me. I can tell you, the Toyota motor was a far better engine in many ways than the old pre-chamber V8 6.2.
Desert.

Well, Toyota didn't bother to import the diesels to the US. They stopped way back in 1986 with the 2L for the mini-trucks. What the difference between the 1HD-FT and the 1HD-T? I know the 1HD-FTE is electronic direct inject.

What transmission do you have with your 1HD-T?