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 Post subject: What's the difference between 2.4L-3L-5L & interchangeab
PostPosted: Tue Dec 07, 2010 12:10 pm 
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Hi

I recently bought a new 3L head for my 2.4L-T. After a few days of driving one of the valve sleeves dropped and shattered causing shards to destroy the bottom end of my motor. So the next step is to rebuild the bottom end, but after finding out that it's almost same price to upgrade to a 3L or 5L and end up with a way better motor (thanks to 4Th surf, he's awesome =D> ) I was wondering what's the difference between the 2.4L - 3L - 5L motors and what's interchangeable?

The bore is different on the blocks to make them:

LN130 2.4L,2.4L-T and 2.4L-TE =2.4ltr
KZN130 3L 2.8ltr
KZN185 5L 3.0ltr

I think that the stoke is longer on the 5L but is the block longer?

I was looking for a rebuilt 5L when I had the thought that maybe the 3L and 5L heads are the same and that the bottom end is the only difference between the motors. If so I think I'm going to rebuild the new 3L head that I have and just look for a 5L bottom end. Would this be a good idea? I would take all the parts that go with the 2.4L-T and make a 5L-T. I live far away from any large supply of parts so shipping is going to kill me$$$$ . so the less i ship the better. :-({|=


Image

Image

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1990 Toyota Hilux LN130 2LT with 3L-T in progress
4" procomp stage three suspension lift
33"x12 dickcepeck CRUSHERS, 5.29 gears
detroit locked rear end, warn bumper and some other odds and ends.


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PostPosted: Tue Dec 07, 2010 1:02 pm 
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sounds like a recipe for reliability issues...


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PostPosted: Tue Dec 07, 2010 1:27 pm 
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KZN-130 and KZN-185 both have a 1KZ-TE engine in them which is completely different to the L series engines.

Here in Australia the 2L (2.4ltr) is found in Hilux (Pickup?) models from 84(?)-88 the 3L (2.8ltr) from 88-97 and the 5L (3.0ltr) from 97-03(?) which ran in parallel with the 1KZ-TE (3.0ltr Turbo), from 2003 onwards they only use 1KZ-te or 1KD-te both 3.0ltr but both completely different.

So if you want a 5L engine it will be non-Turbo engine from a 97-03 Hilux (Pickup), they may be available from other vehicles as well such as a Hiace Van, don't know if you have any of them in Canada. Then you just bolt on all your turbo gear.

Or you could put a V8 in it........................

Hope this helps you out :-k

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PostPosted: Tue Dec 07, 2010 2:33 pm 
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Thanks for a the reply's.

Ok so I was way off ](*,) Thanks for clearing it up. We don't have Hiace or Hilux in Canada. We just started importing lots of them about 6 years ago.

Now that that is cleared up I was able to find this link

http://en.wikipedia.org/wiki/Toyota_L_engine

And this list

Diesel
[edit] Straight-4

* 1974 - B Second gen. - OHV/SOHC
o 1972-1988 - 3.0 L (2977 cc) B
o 1977-1982 - 3.2 L (3168 cc) 2B
o 1980-1990 - 3.4 L (3431 cc) 3B
o 1984-???? - 3.0 L (2977 cc) 11B
o 1984-1990 - 3.4 L (3431 cc) 13B
o 1988-???? - 3.7 L (3660 cc) 14B
o 1996-2002 - 4.1 L (4104 cc) 15B

* 1980 - L - SOHC
o 1977-1983 - 2.2 L (2188 cc) L
o 1980-200? - 2.4 L (2446 cc) 2L
o 19??-2006 - 2.4 L (2446 cc) 2L-II change rocker arm to direct tappet drive
o 1989-20?? - 2.4 L (2446 cc) 2L-E
o 1991-1997 - 2.8 L (2779 cc) 3L
o 1997-???? - 3.0 L (2986 cc) 5L

* 1984 - C Third gen. - SOHC
o 1984-1992 - 1.8 L (1839 cc) 1C
o 1984-2000 - 2.0 L (1974 cc) 2C
o 1994-2002 - 2.2 L (2184 cc) 3C

* 1986 - N - SOHC
o 1986-19?? - 1.4 L (1453 cc) 1N

* 1993 - KZ - SOHC
o 1993-2004 - 3.0 L (2982 cc) 1KZ

* 2000 - CD - DOHC
o 2000-2006 2.0 L (1995 cc) 1CD-FTV

* 2001 - ND - DOHC
o 2001- 1.4 L (1364 cc) 1ND-TV

* 2001 - KD - DOHC
o 2000- 3.0 L (2982 cc) 1KD-FTV
o 2001- 2.5 L (2494 cc) 2KD-FTV

* 2005 - AD - DOHC
o 2006- 2.0 L (1998 cc) 1AD-FTV
o 2005- 2.2 L (2231 cc) 2AD-FHV
o 2005- 2.2 L (2231 cc) 2AD-FTV



Quote:
sounds like a recipe for reliability issues...


So the 3L head is different than the 5L head? How so?

_________________
1990 Toyota Hilux LN130 2LT with 3L-T in progress
4" procomp stage three suspension lift
33"x12 dickcepeck CRUSHERS, 5.29 gears
detroit locked rear end, warn bumper and some other odds and ends.


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PostPosted: Tue Dec 07, 2010 4:29 pm 
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Vancouver Canada wrote:


. We don't have Hilux in Canada.



So the 3L head is different than the 5L head? How so?


Hilux here is a Toyota Pickup over there I think

Like this

Image

and I'm not sure about the heads, but I know they interchange as many here have put 3L heads on 2L, I can't see there being a problem unless the combustion chamber is heaps smaller and increases the compression alot

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PostPosted: Tue Dec 07, 2010 7:38 pm 
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5L would be a bit big for the CT20 turbo IMO but does work, does go well on the 3L tho.

Which 2.4TD do you have ?
2LT, 2LTII or 2LT-E

You want a 2LT or 2LTII to just swap everything over onto a 3L or 5L as it doesn't use and electronically adjusted fuel pump.
2LT-E also needs a Crank Angle Sensor which the 3L & 5L don't have.

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PostPosted: Tue Dec 07, 2010 7:47 pm 
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in the US they have the Tacoma.... i would imagine Canada has them too
tacomas up to about 97 (i think) are the same as the Hilux

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PostPosted: Tue Dec 07, 2010 9:04 pm 
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In a way this saves me replying to the PM which I've been trying to do for the last day. Thanks for the compliment by the way.

3 and 5L share the same crank but the 5L has a larger bore size and also larger valves hence the different head. Each engine (3L 5L) is a direct bolt in with the hardest physical part of the conversion being cutting a hole in the side of the sump and welding a fitting in for the turbo drain. Now remember and this is where a lot go wrong you need to have the 3 or 5Ls injector pump rebuilt with the boost compensator on it for best results and then dyno tuned by someone that knows what they are doing to get the pyros correct (one day I'll remember what the numbers there are). If this isn't done correctly even in the middle of winter in Canada (I watch Ice Pilots, Ice road truckers and Deadliest catch) you will have overheating problems and say "Bye Bye engine" in a short space of time.

Now even tho you mentioned a trip to a place where some things can be gotten easily and for good prices, the cost of getting an engine unless you have contacts, back home may well be prohibitive..

This brings up the option of the 1KZ-TE which is a damn good engine.. Get a KZN130 half cut out of the US where they seem quite popular and are better priced than here. Change everything over inc wiring. Hardest part here is you need to move the brackets on the chassis. This as Scott will tell you isn't difficult. Further options are and not limited to a petrol V8 , Small block diesel V8 or other make of diesel such as an Isuzu 4JB1 but it all depends on how much work you want to do and how much $$ you are prepared to spend. The 3 and 5L as I suggested is the simplest option and the hardest part will be locating an engine which even in Western Aussie can sometimes be a challenge for a good one

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Petrol and Diesel Mechanic by trade

Hers 1992 SSR-X 2door wide body
His. 1990 UZN130 SSR Limited. 1UZ-FE, 5 speed manual, Updated to SSR-G spec
Daughters car 1982 RN41 hilux ute with Surf bits
His junior... Buzz Lightyear electric Quad
Mr Dog..Any car with door open


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 Post subject:
PostPosted: Tue Dec 07, 2010 10:14 pm 
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4th surf wrote:
In a way this saves me replying to the PM which I've been trying to do for the last day. Thanks for the compliment by the way.

3 and 5L share the same crank but the 5L has a larger bore size and also larger valves hence the different head. Each engine (3L 5L) is a direct bolt in with the hardest physical part of the conversion being cutting a hole in the side of the sump and welding a fitting in for the turbo drain. Now remember and this is where a lot go wrong you need to have the 3 or 5Ls injector pump rebuilt with the boost compensator on it for best results and then dyno tuned by someone that knows what they are doing to get the pyros correct (one day I'll remember what the numbers there are). If this isn't done correctly even in the middle of winter in Canada (I watch Ice Pilots, Ice road truckers and Deadliest catch) you will have overheating problems and say "Bye Bye engine" in a short space of time.

Now even tho you mentioned a trip to a place where some things can be gotten easily and for good prices, the cost of getting an engine unless you have contacts, back home may well be prohibitive..

This brings up the option of the 1KZ-TE which is a damn good engine.. Get a KZN130 half cut out of the US where they seem quite popular and are better priced than here. Change everything over inc wiring. Hardest part here is you need to move the brackets on the chassis. This as Scott will tell you isn't difficult. Further options are and not limited to a petrol V8 , Small block diesel V8 or other make of diesel such as an Isuzu 4JB1 but it all depends on how much work you want to do and how much $$ you are prepared to spend. The 3 and 5L as I suggested is the simplest option and the hardest part will be locating an engine which even in Western Aussie can sometimes be a challenge for a good one


damn straight i been looking in quoka, pickles, calling the wreckers every couple of weeks
no f**king half decent 3L's any were

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 Post subject:
PostPosted: Tue Dec 07, 2010 10:47 pm 
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Despite your wallets protests how many times do I have to tell you to put a V8 in it Lukey? Do it once do it right or send your spare heads off to get one good one made so it goes again

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Petrol and Diesel Mechanic by trade

Hers 1992 SSR-X 2door wide body
His. 1990 UZN130 SSR Limited. 1UZ-FE, 5 speed manual, Updated to SSR-G spec
Daughters car 1982 RN41 hilux ute with Surf bits
His junior... Buzz Lightyear electric Quad
Mr Dog..Any car with door open


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 Post subject:
PostPosted: Tue Dec 07, 2010 11:45 pm 
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as its a rock crawler i want it a bunch of torque to peak very early in the rev range, 302 or 304 could have been it, but DPI in their infinite wisdom(read dumb f**ks) have told me they wont pass anything over 4.5ltrs in a car with my suspension set up, even if i get it engineered. no matter that there is already a few floating round perth with 7"inch and 5.0ltr v8's,

the lexus v8 is a good motor and it pisses along but the torque is to high in the range for my style of driving, had a drive in a few of mates ones and just dosent suit me.

besides i know my around mech injection diesels way better than i do efi petrol/diesel

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 Post subject:
PostPosted: Wed Dec 08, 2010 7:48 am 
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Location: Vancouver Canada
Hey guys thanks for all the valuable information.

We do have Toyota trucks and cars over here but nothing comes with diesel engines. No HiLux just 4Runner,tacoma,tundra and pickups. We have never seen anything that resembles a HiAce. Only minivans that are 2WD.

Quote:
infinite wisdom have told me they wont pass anything over 4.5ltrs in a car

would this V8 petrol work for you?
2000-2001 4.0L (242 CID) I6 MPI "Power Tech" - 193 hp (144 kW) @ 4600 rpm, 243 lb·ft (329 N·m) @ 3200 rpm

Quote:
cutting a hole in the side of the sump and welding a fitting in for the turbo drain

When you say sump you mean oil pan right? and would I use the oil pan from my 2L-T If i was building a 3L-T

I was thinking about a 1KZ TE engine but I thought that it would be much cheaper to use my fuel injection pump from my 2.4L-T that i just had rebuilt and stick with a 3L or 5L. But you say
Quote:
you need to have the 3 or 5Ls injector pump rebuilt with the boost compensator

so my injection pump is not good enough for the setup on a 3L-T. This is a major decision point.

I did think the 2.4L-T was a bit gutless but I had a 2L in my old truck and it was really bad. It would be nice if i could drive a 3L and see what it felt like for power. I use this truck for camping and off roading. I have an BMW M3 when I need to burn rubber and fuel.

I have a 3L head that i just bought with 20km on it and I think the cheapest way to get my truck back in the mud is to rebuild this head and buy a 3L bottom end that has been rebuilt or rebuilt it myself. I hope this motor will give me decent fuel economy. But if i need a new injection pump then i need to reevaluate the total budget and may look closer at the 1KZ TE. I don't mind the extra work as i can do it all myself. But the budget is very important. Where have you seen the 1KZ TE half cuts in the us?

_________________
1990 Toyota Hilux LN130 2LT with 3L-T in progress
4" procomp stage three suspension lift
33"x12 dickcepeck CRUSHERS, 5.29 gears
detroit locked rear end, warn bumper and some other odds and ends.


Last edited by Vancouver Canada on Fri Dec 10, 2010 5:51 pm, edited 1 time in total.

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PostPosted: Wed Dec 08, 2010 11:22 am 
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Search eBay, there was a crowd in California doing them a while back

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Hers 1992 SSR-X 2door wide body
His. 1990 UZN130 SSR Limited. 1UZ-FE, 5 speed manual, Updated to SSR-G spec
Daughters car 1982 RN41 hilux ute with Surf bits
His junior... Buzz Lightyear electric Quad
Mr Dog..Any car with door open


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PostPosted: Wed Dec 08, 2010 12:17 pm 
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I looked on ebay but didn't find any half cuts. Found a 3L 2.8 but very$$$2700 US$ and don't know the KM or if it comes with injector pump.

http://cgi.ebay.com/ebaymotors/JDM-Used ... ccessories

I need to find a 3L engine and accessories like fuel injector to make it run fuel efficient and not over heat.

_________________
1990 Toyota Hilux LN130 2LT with 3L-T in progress
4" procomp stage three suspension lift
33"x12 dickcepeck CRUSHERS, 5.29 gears
detroit locked rear end, warn bumper and some other odds and ends.


Last edited by Vancouver Canada on Fri Dec 10, 2010 5:50 pm, edited 1 time in total.

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 Post subject:
PostPosted: Wed Dec 08, 2010 6:30 pm 
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Search this US diesel board for answers :D

I don't know if he's still a member but I sent a complete Hilux diesel with trans and transfer to KX250 who is a member and he knows what will or won't fit and also where to get parts in the US etc.

http://www.toyotadiesel.com/forums/


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