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Corrections to "Dieselology 101" as appeared in Toyota Trails Magazine May/June 2003 Compliments of mostly our Canadian Friends up north there are several corrections to the Dieselology 101 Article that was published in the last May/June Trails. Here they are. Much thanks to Greg Bowie and Peter Straub for Canadian model errors, Brett Garland regarding SAE #3 / Chevy Bellhousing corrections, and others. Likewise there has been some stuff I've learned since the article was written. Corrections on 3B stuff: From Peter Straub: I wanted to challenge some of the facts in your article, particularily on page 38, second paragraph, starting with 'The Canadian 3B and 2H...' First of all, generally accepted specs on the 3B is 92hp and 145lb-feet, not 97/160. In your article you discuss the early/late 3B-I and 3B-II. In Canada, we never got the 3B-II. The 3B-II had a rotory injection pump, along with a few other differences. In Canada, we got the the B series diesel in 1978-1980 in 24V BJ40's. The 3B appeared in 81 in BJ42s (24V), and BJ60's (12V), and BJ70's (12V in 1985, 24V in 86-87). In 8/85, the 3B engine did have a change - went to a 5 bearing cam, aluminum bellhousing, and some other minor changes, although it is not considered a 3B-II. I think only the 86 BJ70's got this very rare engine. Peter is 100% right about this. I was aware that there are two "versions" of the 3B, based on some US sources I was mislead to believe the second version of the 3B-I was the 3B-II. Some other points... The F and H bell housings are shorter, not longer, as the B input shaft is longer and 23 spline, where the F/H input shaft is shorter and 10 splined. Also, Canada never had a factory H41 equiped vehicle. All 4 speeds in BJ42's were H42's. I would also challenge the statement 'on a 3B-I you have to make fairly involved oil passage changes to turbo charge it'. Having turbo charged an '81 3B with an AXT kit, and adapted a custom wrecking yard turbo to another '81 3B, I am uncertain of what you speak. This also from a US source who spoke of this problem... Peter Straub
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I am not sure if the 12HT would drive the same, as the 2H turbo’d engine. If the 13BT vs. 3BAXT combo is any indication, word I am getting is that the 13BT has a smoother power band, and the bottom end just rocks due to direct injection. The 3BAXT can be dialled up to put out some good power, but at what cost? I’ve included some pictures of two 3Bs, and a “B” series H55F output shaft. Click
here for photo 1
The “B” series output shaft is just over 10” long and is 21 spline. I think I caught in your article that the B/H/F can be swapped around, just change the output shaft? (I may have read wrong). Yes and no. The output shaft does need to be changed, and something is niggling my brain that the bellhousing’s are not interchangeable either. I do know that you can take an H55F/Bellhousing combination from a BJ70 in Canada, and plunk it behind a 13BT no problem, just as I have heard that you can take an H55F/Bellhousing from a 2H and plunk it behind a 2F. Bellhousing’s/input shafts match in both situations. (Btw…the early cast iron bellhousing’s from the B series will not work with the 13BT). The 3B underwent some changes over the years, however they are all called 3Bs, as I mentioned before. The 3B-II has a rotary pump and was not sold in Canada, other then for mine use AFAIK. The two pictures show some of the changes. The oily engine is out of a 1983BJ60. The alternator bracket is a 2-bolt design, the oil filter points down, and the rocker assembly has 3 supports. The other picture is from a post 1985 truck (unknown year-mine truck 3B) and has 5 supports for the rocker assembly, the oil filter points up, and the alternator bracket has three bolts. Both are 3B’s. Click
here for photo 1
The last BJ42 into Canada was 10/1984. I believe this is the date of the rocker support change, and the oil filter orientation change as well, as any 1985BJ70 I have seen has these changes. There were some other changes to the drive train, such as doing away with the cast iron bellhousing, and going to an aluminium bellhousing. The 3B is butterfly vacuum fuel controlled, not direct cable fuel controlled like many diesels. I am not sure about the 13BT, 2H, 12HT, 1HZ, 1HD-T fuel control system. Hmm, let me look in the archives… “Almost every diesel engine in the world controls power by adjusting fuel in the injection pump. The 3B controls power by adjusting the butterfly valve on the throttle, which sends pressure/vacuum through tubes to opposite sides of a diaphragm on the end of the injection pump, which controls the fuel delivery.” Same with the 2H. The above is the writing of Peter Straub from a post on the DTLC I believe. All of the below was pulled off the DTLC a while back, and I do not remember who posted it. I think one of the listers from Oz. “The 'older' motors used inline (jerk) style pumps (the injector lines are in a straight row on the pump). The mechanics of these are lubricated by engine oil with a separate lift pump transferring fuel to the pump. These pumps are VERY robust and cope with abuse more easily. They cannot [easily] cope with high revs. 'Newer' motors use rotary/distributor
(VE) style pumps (the injector lines come off the back of the pump like
a distributor set-up on a petrol motor). The fuel is the only lubricant
for these pumps. The transfer pump is part of the whole assembly and able
to prime the pump if your battery will last out turning the motor. Fuel
quality is CRITICAL to ensure long pump life. These pumps are capable of
revs as high as 5500rpm. Metering is more precise, emissions are normally
lower. Do NOT use ATF or Kero or Paraffin or anything other than clean
diesel in these pumps if you want them to last a long time (obviously there
are times "when a man has to do, what a man has to do" though..).
2H's use inline.
AFA additives, I use a product called Chem-Tech (for Aussies). USA and Canadians have access to Stanadyne products that seem to have a good reputation. These are additives and are purely used at your own discretion and needs. 2H-T, Inline
The most reliable stats place
the 3B at 90ish HP at 3500 RPM and 160ish Torque at 2200 rpm.
The original “B” engine in the 40’s was an inline 6-cylinder gas engine; hence the first Land Cruiser’s that had the “B” designation were gasoline, not diesel. The engine changed to the “F” motor (gasoline), and I have no idea the year that happened. The “B” diesel engine may be what you are referring to when you say 3B-1? As mentioned above the “B” engine came in the 1978-1980 BJ40’s. When the 3B became available in 1981, the designation was changed to BJ42. There were some other changes as well, like the 1981 and up FJ40s (fuel tank, big eye spring hangers, fuel tank under the vehicle, to name a few). The 3B underwent a change in the 1985 model year (listed 10/1984 I think), in that the rocker assembly went from 3 supports to 5. There was not engine designation change that I know of. There may be, in some stats somewhere, the block numbers and some change there…but a 1981 3B and a 1987 3B are both called 3B’s. There is a 3B-II, and I believe that came out in late 1987. We did not see it on the street in Canada. I believe the mines got 3B-II’ for a while. The biggest change I know of is the 3B always maintained an in-line injection pump, and the 3B-II was a rotary injection pump. Thank you gentlemen! ------------------------ Other corrections In the segment on Cummins engines, the engines are mistakenly labelled as "SAE #3 which is the same as a Chevy pattern." They are SAE#3 AND they are also Chevy pattern (the engine will bolt to both models without an adapter) but SAE#3 is NOT a Chevy pattern. ---------------- The Isuzu 4BD-1T is not a 400,000 mile, it's usually a 200,000 mile engine... And others... |
