The Stovebolt Site Forums The Shop Area Engine Shop Toyota Land Cruiser engine

Toyota bought the rights to produce a high pressure/insert bearing version of the 216 for the Land Cruiser, right? Anyone ever put one in a Stovebolt?

you may have heard of the Type F engine, very loosely based on the 235, although there were earlier versions, Type A and B, based on older stovebolt designs .... not much similarity

Bill

I had a Land Cruiser new in 78. They were bullet proof with one exception....their motors, Toyota took a great design and didn't get it right. Mine had shed it's rings and valve guides before it was even a year old which was typical. Most guys back then pulled these motors out and swapped a small block Chevy 283 V8 and then had a Land Cruiser that could do it all!

I wouldn't reccomend this motor for your Stovebolt.


-Mike-

Ron - I've been an Admin on the Toyota Nation forums for about 10yrs now and ever since I started wrenching on my '51 3100 I've been wanting a mid '50s USDM Crown sedan with an F series six.



sleeve - My understanding of the popular FJ V8 swap was due more to the engines somewhat anemic power compared to the other offerings and off-roading trends of the '80s and 90's rather than it's reliability.

By '78 your FJ40/55 woulda had a 2F of similar design but a different oiling system. Perhaps you got a bad one, the F series engines started production in '51 and were commercially available around 1954-1993, a ~40yr run hardly suggests they 'got it wrong'.
...not to mention the original F got an LC to the top of Mt. Fuji in '51 and the entire series established Toyota's early reputation for rock solid reliability around the world.

My neighbour has a 1976 diesel Land Cruiser. One day he had the brilliant idea of wirebrushing the head AFTER he took out the glow plugs! I asked what about the crap falling in the cylinders and he said that once he turned it over it would blow out the debris! He also drained the oil and ran it through a rag and put it back in. BUT only 2 quarts. He turned it over and BANG! It seized. We tried to turn it with a crowbar and it would not budge. Anyway $5000 later plus free labour he had a new engine. But it gets better. He had a thump-thump sound and realized the oil pan was up against the crankshaft journals or whatever. He wore a hole in the pan but fixed it with JB Weld and - get this - he painted the inside of the pan!
So based on that I have no opinion about how good the engines are.

I respectfully disagree with this, mine was fixed under warranty and the service manager candidly admitted to me at the time that Toyota had a big problem with this and that the service dept. had seen many others with the same problem. It was not an isolated incident and I have met many other FJ40 and FJ60 owners over the years that have confirmed this.

As far as power goes the original motor had plenty of good old inline six torque for rock crawling even over 12,000 ft passes and it moved along OK on the highway that is until it lost compression and started burning oil. Any amount of highway or freeway use accelerated the onset of the problem. I think the V8 swap satisfied the hot rod crowd back then plus gave a lot more reliability but the nice low end grunt of a straight six was lost in the process. If I owned one today I'd be looking to swap in a 292!

By the early 80's the FJ was gone in this country replaced by the the toyota 4x4 pick up with its more reliable little 4 banger engine.



sleeve - My understanding of the popular FJ V8 swap was due more to the engines somewhat anemic power compared to the other offerings and off-roading trends of the '80s and 90's rather than it's reliability.

By '78 your FJ40/55 woulda had a 2F of similar design but a different oiling system. Perhaps you got a bad one, the F series engines started production in '51 and were commercially available around 1954-1993, a ~40yr run hardly suggests they 'got it wrong'.
...not to mention the original F got an LC to the top of Mt. Fuji in '51 and the entire series established Toyota's early reputation for rock solid reliability around the world. [/quote]

Sleeve - Interesting, I'm not surprised to hear it tho. Even in a good series there have to be a few bad eggs. ...my daily driver is a 2006 Toyota with a supercharged 2AZ-FE. The short block and supercharger were replaced under warranty to the tune of +$10k at 39000mi. I'm not the only one who has had the issues with the SC'ed 2AZ either. That said, there are a ton of them out there running flawlessly, some with close to 100k mi on em now.


The 22R/22RE. Now that's a reliable little mill.

We could be shot at dawn here with all this Toyota talk but my daily driver for the past 8 years has been a 2000 Tacoma 4X4 V6.(built in the US) 150,000 miles and counting and has been a near flawless truck. Love the motor, love the truck.

I'd better add........love my old Chevy too! :>)

-Mike-

Heh. Hey! Its Chevy related! TMC and Chev have had a long standing relationship that all started with the stovebolt motors!

Back on topic, I don't know about swapping an F into a 3100 or other Chev but ever since I got my '51 I've been into pretty much anything stovebolt.

I'd love to get my hands on one of these - http://www.toyota.co.jp/Museum/data_e/images/a03_08_7_2_2.jpg

I've had a couple of landcruisers, the last thing I would do is repower a chev with one of those engines.

Really , there is nothing wrong with a well set up stovebolt. If you are going to waste money on TMC engine , I think it would be much better if you spent it on the stovebolt, you get a double win, nice to drive truck and maintained value of said truck.

One of my landcruisers was a '74 FJ55 I repowered it with a '76 305, I put 262 heads on it , new cam etc, 450cfm holley , tri why headers and it performed very well, I did it primarily to get better mpg, that was very successful.