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PostPosted: Wed Dec 27, 2017 9:48 am 
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Hi all, I'm looking at swapping in a diesel engine and transmission into my '79 4x4. While the occasional c223t from an 86 trooper shows up on craigslist every once in a while, for just a bit more $ I could pick up a much less used, more efficient and more powerful 1KZ-T or 2L-T. The engines themselves are pretty small (and I have a ~2inch lift on the truck), it's the transmission fitting that I am worried about. The transfer cases for the front drive shaft for most models are on the right (and correct) side, but the shifters may not fit well in a cab with a bench seat.

Does anyone have experience with these? I'm not worried about the fabrication side of things, just the length and fitment issues I might be missing.

P.S. I've also been looking at Isuzu 4JG2-T, and 4JB1-T engines, but those are nearly impossible to find, or are connected up to an automatic transmission. A wild card option is Nissan's TD27 (though the front drive shaft may hook up on the wrong side for a 4x4 LUV).

Picture is of a 2L-TE (ecu model)

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PostPosted: Wed Dec 27, 2017 10:18 am 
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Latourist wrote:
Hi all, I'm looking at swapping in a diesel engine and transmission into my '79 4x4. While the occasional c223t from an 86 trooper shows up on craigslist every once in a while, for just a bit more $ I could pick up a much less used, more efficient and more powerful 1KZ-T or 2L-T. The engines themselves are pretty small (and I have a ~2inch lift on the truck), it's the transmission fitting that I am worried about. The transfer cases for the front drive shaft for most models are on the right (and correct) side, but the shifters may not fit well in a cab with a bench seat.

Does anyone have experience with these? I'm not worried about the fabrication side of things, just the length and fitment issues I might be missing.
I don't know if I had either of those engines, but I'll comment on my experience with a Toyota diesel from 1986. We bought a brand new '86 turbodiesel Camry, the last year that Toyota sold them here in the US. The engine was a 2.0L, mated to a 4-speed automatic with a full lockup torque converter. Other than some awful turbo lag (normal for 1980s turbo technology), the performance was amazing. It had plenty of power, and got a consistent 35 mpg in town. But at around 115k miles, it started blowing coolant vapor out of the exhaust. The head gasket had been leaking, and all four cylinders were scored before the problem became visible. Repair cost exceeded the vehicle's value, so we scrapped it.

Our car (and I think some of Toyota's diesel truck engines) used an aluminum head on an iron block. Modern diesels do this, but at that time, they had apparently not quite worked out the issues. So if I were considering Toyota diesels, I'd probably avoid anything from the 1980s that has an aluminium head.
Latourist wrote:
P.S. I've also been looking at Isuzu 4JG2-T, and 4JB1-T engines, but those are nearly impossible to find, or are connected up to an automatic transmission.
These engines require about a 2 inch body lift to use them in a 2nd gen LUV, so I'd assume the same for your '79 (I didn't understand if your 2 inch lift is via the body, or the suspension). As you say, they're getting hard to find, especially low-mileage specimens. Low-mile 5-speeds from Japan were everywhere about 5-10 years ago, but now the only ones on the market are high-mile engines from Australia (I'll spare us the discussion about the JDM export market for now).

Jack

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PostPosted: Wed Dec 27, 2017 10:58 am 
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Thanks for the insight! That's pushing me toward a later model engine with ecu. I have a 2inch suspension lift - that said, I'm looking at coil-overs soon and could do a body lift to maintain clearance for my tires and taller engine, and then reduce the lift through the suspension.

I've asked a seller about dimensions, and will look around for measurements to mock something up. These engines/trans came out of right hand drive vehicles, so a clutch setup is still a bit of a mystery.


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PostPosted: Wed Dec 27, 2017 3:08 pm 
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I've often wondered if a 4bt Cummins would work in one of these. They're e v e r y w h e r e and repair parts are plentiful. I've seen them swapped in S10s on the internet.


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PostPosted: Thu Dec 28, 2017 4:16 am 
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A 4bt may fit but they are just so flipping heavy! And they're pretty tall.
The Japanese imports on eBay for Isuzu diesels are always up. Most auto but I have seen a couple manuals too. Something like $2-2300 for engine trans and tcase

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PostPosted: Sat Dec 30, 2017 1:01 pm 
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Just put in an order for a 1KZ-TE, fingers crossed.

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A 4bt may fit but they are just so flipping heavy! And they're pretty tall.

Second that on the 4bt, they weigh something like ~750lbs, and are 37" tall.

There's not a lot, any actually, information on the engine dimensions of the 1KZ. It's cousin, the 1KD is 30" from top of the turbo duct to the bottom of the oil pan. So who knows what kind of magic spells I'll need to cast with my Millermatic magic wand to make it fit. May need that body lift after all.

2L vs 1KZ. If anyone else is going to do this, there's no reason not to choose the 2L. As Jack was saying, the older motors had some head cracking issues. And while the newer motors may also have a weakness in this area, well, LUV owners already have a lot of experience rolling the dice on head related issues. AND - there are aftermarket heads that are better designed if a head were to crack.

4x4 Transmission - both the 2L and 1KZ are regularly mated with a R151 transmission, with the shift lever located 19" from the front of the bellhousing. That's pretty close to a stock 4spd in my 79 4x4 - I'll post magic wand pictures as I modify the transmission tunnel.

The hardest part of this swap is probably going to be getting the ecu and gauges hooked up.


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