80/100 series motor upgrade

Submitted: Thursday, Jan 13, 2011 at 02:04
ThreadID: 127134 Views:8808 Replies:9 FollowUps:8
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Has anybody any info on chev v8 upgrades for 100 series 1HZ.

Regards Terry Bridges.
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Reply By: Harry & Jan - Thursday, Jan 13, 2011 at 03:16

Thursday, Jan 13, 2011 at 03:16
Try Brunswick Diesels

They seem to have a good reputation
Regards Harry.
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Follow Up By: Gone Bush - Thursday, Jan 13, 2011 at 05:13

Thursday, Jan 13, 2011 at 05:13
Go on to ExplorOz and search: brunswick.

You will change your mind.

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Follow Up By: Motherhen & Rooster - Saturday, Jan 15, 2011 at 10:15

Saturday, Jan 15, 2011 at 10:15

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Reply By: Silver and Tinks - Thursday, Jan 13, 2011 at 05:35

Thursday, Jan 13, 2011 at 05:35
Hi Guys

My best mate Reg had his 80 series fitted with a 6.5 chevy at Brunswick diesel Perth, the truck was excellent. But on some hills it was a bit slow with the BT in tow because he did not get the turbo version and always wished he did.

The job they did on his truck looked like the vehicle was born with the V8.

Besr wishes Scott
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Reply By: Tellem Bugrem - Thursday, Jan 13, 2011 at 21:12

Thursday, Jan 13, 2011 at 21:12
G'day Terry,

Here is a first hand report on the Brunswick conversion.

Rob re the V8 diesel. I brought the car (2003 GXL Manual Cruiser) off Greg Jones at Brunswick diesel. It was his own car and had approx. 30,000 k's on the clock when I brought it.Greg brought the Cruiser brand new as a 1HZ naturally aspirated diesel drove it to his workshop and did the conversion. The major components of the conversio included the fitting of the 6.5 chev turbo diesel, fitting hi-ratio diffs(3:7 to 1 I think) and a heavy duty clutch.
When we travelled around Australia as you know with the four kids and all the gear on the car and in the van we had a fair load. Including the van my best guess is between 2 and 2.5 tonne. With the Hi Speed diffs at 110kph the motor was doing just over 2000 rpm. The only time I did a rough calculation on fuel was when I did the sprint home from Torquay to W.A. The bit where I did the mileage test was between Torquay and Adelaide. Claire and the girls had flown home previously and I was by myself.I wouldnt like to say how fast I was going but no body was passing me and Im glad I didnt come across a radar. By my calculations on this stretch I got about 17 litres per 100k fully loaded and going much faster than anybody would go towing a van. Given the hi-ratio diffs and the low revs I would say that on average the fuel economy would be on par with a toyota turbo diesel and definately much better than a petrol cruiser.
In the northern territory somewhere between Darwin and the "3 Ways" I did have a heating problem one day. In fairness to the cruiser it must have been 45 degrees plus and to keep the temp down to normal I was doing about 90 kph. I didnt really push it because we were in the middle of no where and its possible that I could have maintained my normal speed (100/110 kph) at a higher temperature.The last thing I wanted to do was to risk boiling the thing out there in 45 degree plus temps. That was the only time on the whole trip including some heavy sand driving on Frazer that it even looked like getting a bit hot.
As a tow vehicle I would Say that the cruiser was more than adequate but Im not sure if there would be much in it as compared to the Toyota turbo diesel.The power output of both motors is very similar at about 155kw and the chev has roughly 50 nm of torque more tha the toyota turbo at 500nm. The hi ratio diffs do take a bit of sting out of it and its quite different to drive compared to the toyota turbo.I think that the big chev comes into its own when you get into some really serious heavy off road driving.The low down grunt is fantastic .When we were on Frazer and also around the beaches north of Noosa the sand was deep and soft. On Frazer we didnt have the van so the cruiser was packed with camping gear the 6 of us and all the other stuff. We were definately heavy and the sand was deep and soft With the tyres around 18/20 pounds we were unstopable .Where most people were bogged the cruiser was cruisin. Most my 4wd experience has been on the beaches and dunes of the SouthWest so I pretty much new what I was doing but having that big chev roaring under the bonnet was brilliant. Even Claire who couldnt care less said she loved that car at that time.
In finishing is it worth the effort to go the chev diesel? I probably wouldnt have gone in and got a conversion done myself but Gregs car was already complete and had a lot of other modifications when I brought it.When I brought the cruiser the cost of the conversion including the diffs was about $25,000.00 less your existing motor which Greg will trade. I had previously owned a couple of 60 series cruisers with firstly a 6.2 chevy and then a 6.5 so I was alresdy a convert to the chev V8 especially in the bush. The 100 series was a quantum leap up as the car was effectively brand new.Brunswick Diesel are very proffesional and the conversion looks like a factory fit.If you want a beast for the bush that grabs a lot of attention then this is the way to go.If your just towing a van with no thoughts of real offroad the toyota turbo is probably just as good.Either way if you did decide to go this way Id say give Greg a ring 0897261431.Smaller operators may be ok for the naturally aspirated 6.2 & 6.5 but the turbo is a completely different matter and Id recomend going to the proffesionals
Rob hope this helps you and any of the Bush Tracker crew .



Terry, my current 100 series is a 2004 naturally aspirated diesel which I have now had for two years. When I bought it second hand ( for $38k), it only had 57000km on it. I immediately added a Garret turbo and a gas conversion which brought the total cost to $43k including Govt rebate on the Gas ($2k). It is a far better tow vehicle than my previous V8 petrol 100 series, and the fuel consumption dropped from 27l/100km to 17 when towing, and 12 without the van. It now has 115,000km on it and I've towed the BT for 26,200km of that.

When Neil was here in Nelson Bay with his rig, (about 2005), I hooked up the BT and took it for a short run. My impression was that the pulling ability was only slightly better than the V8 petrol, but as Neil says, the fuel consumption would be considerably less. So, I can't see a warrant for spending $25,000 on the conversion (which would have brought my vehicle's cost to $63,000 (less trade-in for existing motor)), for very little gain in performance, when the turbo/gas does the job nicely.

Food for thought and good luck.........Rob
AnswerID: 581837

Reply By: Gone Bush - Friday, Jan 14, 2011 at 00:07

Friday, Jan 14, 2011 at 00:07
Try this link:

Site Link

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Reply By: Tazz - Wednesday, Jan 19, 2011 at 20:01

Wednesday, Jan 19, 2011 at 20:01
I would suggest looking to a toyota 1hdfte conversion rather than the V8 diesel conversion.
This motor is the late model factory turbo diesel from the 100 series cruiser (motor prior to current V8), the perform better (both power and torgue) and you will get better resale being all toyota parts.
I know a company http://www.totalcare4wd.com.au/home.php that has done this conversion on many 100series cruisers (both 1hz and petrols) and the final product is like it left toyota that way.
Having owned a cruiser fitted with a chevy diesel before, they are no where near as good as you'd think, and i'd suggest the 1hdfte motor over them any day.
AnswerID: 581839

Reply By: Tellem Bugrem - Thursday, Jan 20, 2011 at 18:33

Thursday, Jan 20, 2011 at 18:33
Don't forget that they changed the chassis when they introduced IFS suspension, so a late model 100 TD motor may not fit in the solid front axle (pre 2004) models.

Also, if you are contemplating a gas conversion, the bottle can fit beside the chassis on the pre-IFS models, similar to the muffler on the RHS. It won't fit on IFS models so must go where the spare wheel is located, and the spare has to hang off the back bumper.

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Follow Up By: Tazz - Friday, Jan 21, 2011 at 19:39

Friday, Jan 21, 2011 at 19:39
Hi Rob,

Yes the chassis did change for the IFS model, but there is no prblem fitting the 1hdfte into the solid axle 100's - thats where most of his conversions have been fitted to.
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Reply By: Theywent Thataway - Friday, Jan 21, 2011 at 03:27

Friday, Jan 21, 2011 at 03:27
Looked into the option (also looked in to 1HDFTE transplant) momemtarily too. A comparative nightmare - time, money wise etc. We've decided to simply recon our 1HZ (with retro fitted turbo and intercooler) in order to keep the beast we know so well.

the scruB ark...on The Way

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Follow Up By: Mobi Condo - Friday, Jan 21, 2011 at 06:13

Friday, Jan 21, 2011 at 06:13
An interesting thread, read intently and have been researching along these line our selves. Our summation of the whole is like yours! All sorts of extra matters re drive train design to take extra power etc also came up with our Adelaide gurus. Reckon your solution may well be the best.K.I.S.M.
Cheers - Ian & Sally
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Follow Up By: Theywent Thataway - Friday, Jan 21, 2011 at 08:25

Friday, Jan 21, 2011 at 08:25
Since our BT pickup we have replaced BOTH front and rear drive shafts (the rear is now hugely stronger than the standard toyota one, front replaced from Toyota enroute from pickup in Tamworth on the side of the road), the rear diff has been reinforced and we scored an Endless Air compressor for next to nothing. There are so few electrics on our beast that both of us are able to work on any mechanical issues easily (ok, so I use the Gregorys manual more than he does...but at least I CAN!!).

Besides we both LIKE the thing!

We were contemplating what we would do if we got stranded in Darwin whilst we were there last week (we'd flown up for a few days) and stupidly went out looking for one of those ultra powerful 2006 factory turbo troopys to potentially drive home..Found a few for around $40k - not one was set up as we would want, so it would cost MORE $$.

AND.. the bottom line....a recon might cost as much as $3-4K. Injectors, fuel pump, turbo tweak and tune up may add some more.............

A complete transplant $??? - once you start, where would it end???? A few of our TLCC mates have done them. BIG $$$, and more than a fair share of heart ache (read: adapters, PAPERWORK, time and warranty issues)

Booking ours in for its K.I.S.S. rejuvenation asap. :-)

the scruB ark...on The Way

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Follow Up By: Tazz - Friday, Jan 21, 2011 at 19:45

Friday, Jan 21, 2011 at 19:45
Hi Maz,

just wondering how many k's you have on your current 1hz and how many of those has it been turbo'd.

Why are you booking it in for a rebuild - has something failed (if so what) or is it just getting a bit tired in the area of power / performance or using oil?

Interested in some more back ground on your motor.

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Follow Up By: Theywent Thataway - Friday, Jan 21, 2011 at 22:13

Friday, Jan 21, 2011 at 22:13
Hi Tazz,

I am posting this for Maz who is technical but not that technical.

I have owned the car since new in 2000 and it has now done 335K kms. The turbo was fitted at about 30,000km by TurboGlide near Woolongong. At about 110,000km the motor blew a hole in No 1 piston & scored the bore. We honed the bore and replaced the 1 piston but there were still some light scratch marks on the cylinder from the piston there so since then I have known that No 1 has a problem.
Then about 70,000km later motor went again but this time No 1 was fine but all the other pistons were cracked. This time after the rebuild I took it to a diesel injection specialist to check pump & injectors. They found that the pump was in a very bad way and was probably the cause of my problems. As it happens I had been complaining to Toyota since about the 20,000km mark that I felt the fuel system had a problem as the fuel consumption had substantially gone up but of course they said nothing was wrong.
So we have now since the last rebuild not had a problem except that it does use some oil and pumps out a fair bit of smoke at times (the van drawbar is black with soot).
We are looking at getting a full rebuild, including the possible application of ceramic protection coatings to the piston top & combustion chamber. This apparently (still researching) substantially reduces internal engine temperatures and protects the pistons from the risk of burning holes in them.
Interestingly though after the dyno when the pump was done the car was producing 140kw which is only 15 short of the 1HDFTE and similar torque. The biggest difference is that the torque on the 1HDFTE is lower down in the revs. I have since also intercooled it so don' know what the current outputs are.
As Maz said we were considering an engine transplant but I am happy with the 1HZ as I have it set up and also the fact that the 1HZ can be worked on by any tractor mechanic without a requirement for specialised electronic testing gear. We have spoken to some disappointed people who have done engine swaps.

the scruB ark...on The Way

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Follow Up By: Uncle Dodgy - Saturday, Jan 22, 2011 at 04:33

Saturday, Jan 22, 2011 at 04:33
Hi Fellow Powerups
We turbo'd our 4.2 Nissan Diesel after market with a Schweitzer, and at the same time installed a Boost Gauge, and a Pyrometer which monitors the exhaust gas temp.
I strongly recommend the Pyrometer, as with the turbo the driver gets the impression that the engine wants more fuel for that hill climb, so you tend to give it more. The result is the engine is working harder than it ought to be and the in-cylinder temperature is climbing alarmingly, when what we should have done is changed down a gear.
Fit the pyrometer and save your engine by changing down a gear when it is needed.
We have since added LPG to our intake air, which is selectable with a switch (the engine runs whith a whiff of LPG in the intake air and the normal diesel injection. It will also run on diesel alone, but will never run on LPG alone) and have increased our HP to the ground from 95 to 115.
All up our touring weight fully loaded (Tug plus BT) is just under 8 tonnes, and our 6 wheeler works well.
I put this info here as an example as to what can be done, but you have to watch those exhaust gas temperatures, as they can climb really quickly under load and can result in expensive damage.
Fit a pyrometre and watch that gauge when you plant your foot on that hill, and don't be afraid to change down a gear sooner rather than later.
John & Sharyn
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Reply By: Spirit Gypsys - Saturday, Jan 22, 2011 at 04:13

Saturday, Jan 22, 2011 at 04:13
We have just (Aug 2010) done the Brunswick Diesel Chev 6.5L conversion (non turbo)
in our 2001 Troopy which was am turbod & inter cooled and dieing.
Cost 25k less 5k trade on our old motor. which included a auto locker for the front diff.
At first Greg at BD put 3.7's in the diffs (against my concerns) as we've got 3.5t in the BT and 3.3t in the troopy.
It would not pul.
so they changed them to 4.3's
The originals are 4.1's
now it pulls really good but doesn't feel comfortable rev wise over 110kph but then we never travel over 100 without the van and 90 with the van so it suits us fine.

we are now basically one gear up all the way over the old 1HZ before it started to die.
Fuel wise is no improvement. around 5 kpl .
It is noisier.
But I haven't been able to get the temp gauge to move yet around the east goldfields of WA.
40-50k still in our pocket versus a new Tojo troopy .& swap extras.
No electronics to complicate thing. KISS.
Same fuel costs.
noisier. (turn down hearing aids)
better cooling,
stronger clutch.

IMHO well worth thinking about.

PS I'm now told of another mob in Perth who do it for less. but don't know who they are or how well they do it.
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Reply By: Motherhen & Rooster - Saturday, Jan 22, 2011 at 09:46

Saturday, Jan 22, 2011 at 09:46
Despite a negative experience with them, we got a quote for putting a v8 into our 3 litre Patrol a few years ago. Over $20,000 including the necessary changing radiator and gearbox, in a vehicle probably worth around $30,000 or so at the time, and would be worth no more after the expenditure. The motor trade in on the Patrol motor only applied if under 100,000 kms. It did not make sound economic sense. Still the possibility of overheating and oil leaks as on some of these motors. We may still have had the same load restrictions. Getting a different vehicle was a sounder financial decision.


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