Outer Limits 4x4 Board

Hey guys,

Is there really much difference between the 2.4D and the 2.8D in the hiluxs? Sorry i dont know engine numbers...

What are the major differences? Which is a better engine and why? What are the strengths and weaknesses of each?

Cheers

0.4 of a litre (more power torque) and the 3L is newer. About it.

@cer wrote:Hey guys,

Is there really much difference between the 2.4D and the 2.8D in the hiluxs? Sorry i dont know engine numbers...

What are the major differences? Which is a better engine and why? What are the strengths and weaknesses of each?

Cheers

2.4 has roller rockers, 2.8 has shim and bucket followers (less reciprcating mass). 2.8 has bigger big end bearings (stronger). later 2.8's have High Altitude Compensator so use relatively less fuel and goo their oil less. 2.8 makes more torque (obviously), and it makes it where you need it, off the bottom end of the rpm range. 2.8 handles forced induction better.

about the only strength of the 2.4 is that they are cheap.

Dumbdunce,

What about the next quantum jump, 3L to 5L? Can the 3L and 5L be converted to the 2L roller rockers, and is such a conversion worth it? Yes, more mass but should allow for less friction/wear....

JR

jr9162 wrote:Dumbdunce,

What about the next quantum jump, 3L to 5L? Can the 3L and 5L be converted to the 2L roller rockers, and is such a conversion worth it? Yes, more mass but should allow for less friction/wear....

JR

the shim and bucket top end is far superior to the roller rocker head, it has less reciprocating mass and breathes better, the only downside is slightly higher maintenance cost due to having to have a shim kit to adjust the rockers - although I have seen some 3L's with over 100,000km, never had an adjustment, and still all within or close to spec. Valve seat recession is almost non existent on diesel engines. the roller rocker head is prone to cracking between valves, and dropping combstion chambers, and dropping valves - stay away.

I am not 100% sure but I think a 5L is just a stroked 3L, bottom end is more or less the same, with taller block? Nick might know.

Thanks for the info. Yes the 5L and 5L-E are stroked 3Ls.

Secondly, what's the better route to turbo a 3L or 5L? Aftermarket or use the
turbo 2L parts and possibly a different turbocharger than the CT20?

I get confused between the codes, 2L-T, 2L-TE, and 2L-T II

JR

jr9162 wrote:Thanks for the info. Yes the 5L and 5L-E are stroked 3Ls.

Secondly, what's the better route to turbo a 3L or 5L? Aftermarket or use the
turbo 2L parts and possibly a different turbocharger than the CT20?

I get confused between the codes, 2L-T, 2L-TE, and 2L-T II

JR

best route to turbo is all aftermarket - there are a number of kit manufacturers who will ship to USA.

2L-T is -1989, roller rocker top end with aluminium rocker cover.
2L-TII is late 1989-, looks like a 3L with steel rocker cover.
2L-TE is 1990-, looks like 2L-TII but with electronic pump.

Thanks. That makes more sense.

From a conversion standpoint, in an IFS HiLux which is a better swap? The 3L/5L with aftermarket turbo, or a 1KZ-T? In either event the gearbox will be a R151F. I've heard the 1KZ is a much heavier engine, even with the alloy, head whereas the 3L/5L is all cast iron. Besides that, basically a bolt in affair on a truck originally equipped with a 22R-E.

jr9162 wrote:Thanks. That makes more sense.

From a conversion standpoint, in an IFS HiLux which is a better swap? The 3L/5L with aftermarket turbo, or a 1KZ-T? In either event the gearbox will be a R151F. I've heard the 1KZ is a much heavier engine, even with the alloy, head whereas the 3L/5L is all cast iron. Besides that, basically a bolt in affair on a truck originally equipped with a 22R-E.

I would be surprised if a 1KZ is heavier! but yes it's possible. if you can get a non electronic 1KZ-T then go for that, otherwise the 3L is far more available than the 5L, still big $$ once you add on the proce of an aftermarket turbo kit though.

2.8=slow 2.4+even slower