Outer Limits 4x4 Board

Turns out the later moder 1HD-FTE in the 100 series were fitted with variable vane turbos. They go by the engine code 292F.

Does anyone here have one? I don't know if they made the Aus/NZ markets. They were definitely sold in europe and possibly later model JDM.

hdfte's over seas had common rail injection too. Our fuel didnt cut it, so we got what we got, none of which had VVT

haha spewin!!!

dow50r wrote:hdfte's over seas had common rail injection too. Our fuel didnt cut it, so we got what we got, none of which had VVT

Aha, that would make sense.
I didn't think they'd give it a whole new engine code for just a turbo change. But going to common rail they would.

frothin, i feel like i live in a 3rd world nation

Where would one find this "292F" code? I've read of other markets getting VNT turbo but never seen any different power and torque figures.

Never heard of the common rail story, sounds like BS to me.

hdj105 wrote:Where would one find this "292F" code? I've read of other markets getting VNT turbo but never seen any different power and torque figures.

Never heard of the common rail story, sounds like BS to me.

The 292F is quoted at 205hp, which is virtually the same as the engines we have. Torque figures I don't know but I'd expect the same peak but a fatter curve.

Turbo models here referenced by engine size and model code.
http://www.turbomaster.info/eng/applica ... rs/toyota/

hdj105 wrote:Where would one find this "292F" code? I've read of other markets getting VNT turbo but never seen any different power and torque figures.

Never heard of the common rail story, sounds like BS to me.

I don't think he would make it up

bj on roids wrote:I don't think he would make it up

Especially when I want the turbo off one.

Guys, if Greg hasnt heard of common rail fte's, im guessing what ive been told and passed on to you is not right....
Andrew

KiwiBacon wrote: The 292F is quoted at 205hp, which is virtually the same as the engines we have. Torque figures I don't know but I'd expect the same peak but a fatter curve.

Turbo models here referenced by engine size and model code.
http://www.turbomaster.info/eng/applica ... rs/toyota/

I wouldn't give those engine codes too much credit, there's a few on that page that don't seem to follow Toyota's usual motor designations. Eg. Yaris and Auris listed with with engine code "D-4D". Every late model common rail TD is a D4D!

But I'll have to get the parts catalogue fired up and search for a VNT turbo on some other market, however there'd be a bit more engine management required. I know some markets got an EGR cooler, but I'll search for a common rail too...

hdj105 wrote: I wouldn't give those engine codes too much credit, there's a few on that page that don't seem to follow Toyota's usual motor designations. Eg. Yaris and Auris listed with with engine code "D-4D". Every late model common rail TD is a D4D!

But I'll have to get the parts catalogue fired up and search for a VNT turbo on some other market, however there'd be a bit more engine management required. I know some markets got an EGR cooler, but I'll search for a common rail too...

Photos of a 1HD-FTE with VV turbo on 1H8MUD. Snailtrail found them for me. Not commonrail though.
Just because they didn't make it here, doesn't mean they don't exist.

http://forum.ih8mud.com/diesel-tech-24- ... ngine.html

KiwiBacon wrote: Photos of a 1HD-FTE with VV turbo on 1H8MUD. Snailtrail found them for me. Not commonrail though.

Good pics. What's the weird bit on the compressor discharge pipe?

The VNT probably has more to do with emissions control than performance as the common power figures confirm. Manufacturers nowdays use the VNT to control the back pressure in the exhaust manifold, to more accurately control the EGR flow required to keep NOx levels in check.

Same with the switchable intake runners on the inlet manifold. Close off the 2nd inlet valve on each cylinder at low speeds to generate higher cylinder swirl to better mix the intake charge for more complete combustion.

KiwiBacon wrote: Just because they didn't make it here, doesn't mean they don't exist.

I never said that...

hdj105 wrote:

KiwiBacon wrote: Photos of a 1HD-FTE with VV turbo on 1H8MUD. Snailtrail found them for me. Not commonrail though.

Good pics. What's the weird bit on the compressor discharge pipe?

No idea, that bulge towards the exhaust heat sheild is very strange. It bolts onto the turbo according to this schematic (also found by snailtrail).
http://forum.ih8mud.com/attachment.php? ... 1254362960

hdj105 wrote: The VNT probably has more to do with emissions control than performance as the common power figures confirm. Manufacturers nowdays use the VNT to control the back pressure in the exhaust manifold, to more accurately control the EGR flow required to keep NOx levels in check.

Same with the switchable intake runners on the inlet manifold. Close off the 2nd inlet valve on each cylinder at low speeds to generate higher cylinder swirl to better mix the intake charge for more complete combustion.

A bit of both. Without variable vane turbos transient response would get a bit woeful with reduced fuelling (and exhaust temps) off boost.
The aftermarket have shown how easy it is to up-rate these engines, I wonder what reasons kept toyota from doing it? I'd expect the variable vane engine to have a lot more potential than the CT26 version and a much flatter torque curve.

Does the FTE have variable intake valves? I know it's common on small diesels now.

No VVTi on the 1HD-FTE. Remember it's 12 year old technology now.

hdj105 wrote:No VVTi on the 1HD-FTE. Remember it's 12 year old technology now.

I don't think anyone is claiming it has VVTi, they are saying it has a variable vane turbo, and they are referring to it as VVT.

The variable intake valves appeared more as a reference to the valves in the inlet manifold which would appear to shut down one of the ports in each cylinder. I'm guessing this could be a power curve thing for tailoring low and high rpm driveability, it looks like the same basic principal that Toyota used on the early big port 4AGE's in the corolla hot hatches. The inlet ports were quite large so to promote better drivability at low revs and hence low air speed situations they shut off one port to generate faster air speed and better fueling/mixing etc.

fester2au wrote:The variable intake valves appeared more as a reference to the valves in the inlet manifold which would appear to shut down one of the ports in each cylinder. I'm guessing this could be a power curve thing for tailoring low and high rpm driveability, it looks like the same basic principal that Toyota used on the early big port 4AGE's in the corolla hot hatches. The inlet ports were quite large so to promote better drivability at low revs and hence low air speed situations they shut off one port to generate faster air speed and better fueling/mixing etc.

That's pretty much it.
I asked about variable intake valves before, but I haven't yet come across a diesel with variable valves. Variable flaps between intake valves do exist though.

On a diesel they use it to tailor the amount of turbulence. More when needed for mixing, less when not needed to lose less heat to the cylinder walls. There's an animation on the web of the honda 2.2 diesel showing this nicely.

SimonInAustralia wrote:I don't think anyone is claiming it has VVTi, they are saying it has a variable vane turbo, and they are referring to it as VVT.

I was mearly responding to the question KiwiBacon asked "Does the FTE have variable intake valves? I know it's common on small diesels now."

I took his question to mean variable valve timing.

KiwiBacon wrote:... but I haven't yet come across a diesel with variable valves. ...

A bit off topic, but I recall reading about the 6.? liter Powerstroke (that was to replace the old 7.3 litre in Ford F trucks) before it was released.

IIRC they had a computer controlled hydraulic system that controlled the injectors (not sure if they were unit injectors or common rail) and also operated the inlet and exhaust valves.

hdj105 wrote:

KiwiBacon wrote: The 292F is quoted at 205hp, which is virtually the same as the engines we have. Torque figures I don't know but I'd expect the same peak but a fatter curve.

Turbo models here referenced by engine size and model code.
http://www.turbomaster.info/eng/applica ... rs/toyota/

I wouldn't give those engine codes too much credit, there's a few on that page that don't seem to follow Toyota's usual motor designations. Eg. Yaris and Auris listed with with engine code "D-4D". Every late model common rail TD is a D4D!

But I'll have to get the parts catalogue fired up and search for a VNT turbo on some other market, however there'd be a bit more engine management required. I know some markets got an EGR cooler, but I'll search for a common rail too...

Thats what the UK site lists the yaris diesels as- the 1.4 D4D. Toyota has changed their engine codes recently.

ferrit wrote: Thats what the UK site lists the yaris diesels as- the 1.4 D4D. Toyota has changed their engine codes recently.

OK, so every Toyota diesel is known as a "D4D" now. That'll make life easy for the technicians.
(Sales (web) info and technical info are 2 different things.)

I think the 1VD's (new v8 diesels) have a reference D4D as well.
I figure it means Direct injected, 4 valves per cylinder, Diesel

diby_2000 wrote:I think the 1VD's (new v8 diesels) have a reference D4D as well.
I figure it means Direct injected, 4 valves per cylinder, Diesel

Exactly, although it's official name / code is "1VD-FTV" it's a D4-D. Cut and pasted from Toyota's blurb for the 7* series (complete with grammar error):-

"The 1VD-FTV TOYOTA D-4D (Direct injection 4 stroke common-rail Diesel engine) is V8 4.5 liter, 32-valve DOHC, turbocharged diesel engine with intercooler."