- Joined
- Jun 3, 2019
- Threads
- 18
- Messages
- 877
- Reaction score
- 2,846
- Location
- Plymouth Michigan
- Website
- www.brokeninnovation.com
- Vehicle(s)
- 2021 Bronco Badlands non-sas 4 door manual
- Your Bronco Model
- Badlands
New proposal:
Toyota 1VD-FTV 4.5L V8 D Engine Specs, Problems, Reliability, oil - In-Depth Review (motorreviewer.com)
I am not a Toyota shill, but they hit more than they miss. I dont know how I never heard about this engine before, but to be fair I never really was interested in the Toyota lineage.
Seems like a solid engine. My main gripe is the fact that its DOHC. Makes the engine much larger than its displacement would otherwise. It's a perplexing choice for a diesel.
I know there are many DOHC, but the main reason to have DOHC IMO is to implement variable valve timing, which is less and less useful the lower the operational RPM band of the engine. The payoff for a diesel is minimal, especially when weighed against the reliability and simplicity proposition of pushrods. The 6.7 powerstroke and 6.6 duramax have way more power per liter with cam in block pushrods.
If this Toyota turbo-diesel V8 was a 4.5 liter pushrod I would buy one without hesitation and figure out the swap later. But given that its DOHC, I really have to research if its even possible to fit... Also its still a 794lb engine, quite a penalty for only 270hp... but us diesel fans are willing to eat some weight for better power delivery, range, and economy.
To reiterate an earlier point, I still think the best shot of an engine swap would be a group effort. Not sure if we could all ever agree on a single platform. 3.0 powerstroke is the easiest fit, but is just a POS engine compared to some of these other options. As much as I like the 6.7, it is just plain insane in this application. So, I propose the 1VD-FTV.
Perhaps if there were a few of us willing to put down deposits we could convince a crew like Diesel Toys to investigate the feasibility and put together a conversion that doesnt cost 30k (huffs hopium).
Edit:
Heres a link to diesel toys if you haven't heard of them: Home | Dieseltoys
Do your own due diligence and read every word in the FAQ's before messaging them, if you want to message them. From talking with them, they seem to think they can swap just about anything. Problem is they focus on OEM type swaps within Toyota platforms. This means they swap a ton of electronics over. The key for the Bronco would be the opposite, to essentially swap nothing but the power plant. Requiring (electronically) at minimum a new PCM harness with pinouts matched best as possible, at most, an intermediate module with special code to work. Swapping any other module will cause more issues than it resolves. Just my 2c.
Also, I dont have a BSFC chart, but I see mileage estimates from 19(city)-25(hwy) in the LC200 with the twin turbo variant, which puts it more near the 6.7 for BSFC (good), much better than the 3.0 "powerstroke"
Toyota 1VD-FTV 4.5L V8 D Engine Specs, Problems, Reliability, oil - In-Depth Review (motorreviewer.com)
I am not a Toyota shill, but they hit more than they miss. I dont know how I never heard about this engine before, but to be fair I never really was interested in the Toyota lineage.
Seems like a solid engine. My main gripe is the fact that its DOHC. Makes the engine much larger than its displacement would otherwise. It's a perplexing choice for a diesel.
I know there are many DOHC, but the main reason to have DOHC IMO is to implement variable valve timing, which is less and less useful the lower the operational RPM band of the engine. The payoff for a diesel is minimal, especially when weighed against the reliability and simplicity proposition of pushrods. The 6.7 powerstroke and 6.6 duramax have way more power per liter with cam in block pushrods.
If this Toyota turbo-diesel V8 was a 4.5 liter pushrod I would buy one without hesitation and figure out the swap later. But given that its DOHC, I really have to research if its even possible to fit... Also its still a 794lb engine, quite a penalty for only 270hp... but us diesel fans are willing to eat some weight for better power delivery, range, and economy.
To reiterate an earlier point, I still think the best shot of an engine swap would be a group effort. Not sure if we could all ever agree on a single platform. 3.0 powerstroke is the easiest fit, but is just a POS engine compared to some of these other options. As much as I like the 6.7, it is just plain insane in this application. So, I propose the 1VD-FTV.
Perhaps if there were a few of us willing to put down deposits we could convince a crew like Diesel Toys to investigate the feasibility and put together a conversion that doesnt cost 30k (huffs hopium).
Edit:
Heres a link to diesel toys if you haven't heard of them: Home | Dieseltoys
Do your own due diligence and read every word in the FAQ's before messaging them, if you want to message them. From talking with them, they seem to think they can swap just about anything. Problem is they focus on OEM type swaps within Toyota platforms. This means they swap a ton of electronics over. The key for the Bronco would be the opposite, to essentially swap nothing but the power plant. Requiring (electronically) at minimum a new PCM harness with pinouts matched best as possible, at most, an intermediate module with special code to work. Swapping any other module will cause more issues than it resolves. Just my 2c.
Also, I dont have a BSFC chart, but I see mileage estimates from 19(city)-25(hwy) in the LC200 with the twin turbo variant, which puts it more near the 6.7 for BSFC (good), much better than the 3.0 "powerstroke"
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