Reparability vs Reliability Opinions

[1911]

Based on my research on mud', JimC does NOT think you should desmog a 2F. From what I could gather he thinks the stock systems should be left in place due to reliability and driveability concerns.

???

He sells kits specifically for de-smogging, and his signature line says "Underhood Janitor, cleaning up other people's (censored) since 1988". He also has a waiting list to re-curve distributors for de-smogged engines.

A properly-desmogged 2F is more reliable, better-driving, and WAY easier to work on than stock. IMO. I would take a de-smogged 2F over a V8 conversion any day of the week and twice on Sunday; YMMV.

The FJ40 was designed to be easily-repairable in the field, with it's extensive use of captured nuts and only a small number of different fastener sizes. No comparison at all to a modern truck; 40's are dead easy to diagnose and work on by comparison.

 

[yohavos]

... If I were to do it all over again I would go 3FE in my 40 or a 60 ...

Kurt, not to derail this thread, but what are your thoughts on a "2FE" setup for a 40 vs. a 3FE?


I've seen several of these swaps in FJ80's that people are pretty happy with, especially with a manual transmission behind them. A local guy up here fitted a very clean looking TBI setup on his FJ60 and put an H55 behind it... it's a very sweet ride.


-Mike

 

[Schattenjager]

If you are serious about a conversion, why not go with a modern V6? Today they are plenty powerful and reliable with better efficiency.

 

[762X39]

So how did we get from the original question (repair-ability vs reliability) to modified trucks with engine swaps? Why not get something that was built right and has a reputation for reliability to begin with? Also, with modified trucks, how good is the documentation of the changes and really, how easy will it be to work on it out of country?

 

[RMP&O]

So how did we get from the original question (repair-ability vs reliability) to modified trucks with engine swaps? Why not get something that was built right and has a reputation for reliability to begin with? Also, with modified trucks, how good is the documentation of the changes and really, how easy will it be to work on it out of country?

The OP says he has a 5.3 Chevy v8 he is putting in or thinking about putting in. I would also say the discussions is about the engines since pretty much everything else on an old truck is simple and it is unlikely it would be modified a lot from stock. Perhaps a SOA conversion or lockers but beyond that the motor would be the biggest mod.

Chevy has plenty of reputation and good one at that for v8s. Chevy v8s are sold worldwide however not going to be as common in some places as the Toyota motors. As far as the Americas, a 350 v8 and it's variants is very common. Parts will be available in nearly every country in the Americas with maybe one or two exceptions. Most v8 swaps in a Cruiser are very simple, except for the wiring on the newer engines. I hear the AA adapters and or Marks 4wd adapters can be a pain and kind of suck but in my case I have no adapter. In my Cruiser it is 350 v8 to AA Ranger OD gear box to stock tranny to stock t-case. My engine is also much simler then the stock engine which was not a pre-smog 2F. I have no smog stuff on my v8 engine and wiring is super simple. In fact all the wiring is labeled. My fuel injection system is also extremely simple. My engine is a 5.7L 350 v8 and the OP mentions the 5.3L v8 which is why I am talking about it. I would say it is as reliable as any 2F and if we are not talking about a modern v8, ie coil packs, ecu, ect. I got an 88 FJ62 sitting in my yard with a blown motor and it blew up at 150,000 miles. A 150,000 miles out of any Chevy v8 is common as can be. I got 3 Chevy v8s in my yard in my work trucks, 2 350TBIs and one 6L. All have over 150,000 milesa on them and have given me no problems at all plus still run good.

 

[RMP&O]

Oh and one of the main reasons Toyota sold those simple non-smogged carbed engines in other countries long past when they stopped selling them here in the USA is due to smog regulations and pollution. Also due to fuel quality. Heck man many 3rd world countries still used leaded fuel in the 1990s. And most of those countries still don't have smog laws.

 

[kletzenklueffer]

So how did we get from the original question (repair-ability vs reliability) to modified trucks with engine swaps? Why not get something that was built right and has a reputation for reliability to begin with? Also, with modified trucks, how good is the documentation of the changes and really, how easy will it be to work on it out of country?

This is my thinking. I want something with known reliablility, but that can be worked on without the aid of diagnostics. Reliable, but repairable. My old 82 Toyota 4x4 LWB with a 22R. It was simple, like a tractor, one belt, running the waterpump and alternator meant one spare needed. Was seriously reliable, but the occasions I had issues (sucking dirt into the intake due to a lost air cleaner cover nut), it was a matter of minutes of downtime without the need for a tow, a run to a store, or need for any outside assistance. Just some tihnking of how what's wrong and how to fix it. On the other hand, my 97 4runner is a jungle under the hood and while Im relatively capable with tools, there's not much I'd touch under there. It looks fragile. The 93 FZJ80 I bought reminds me of the 22R, just bigger There is room to reach stuff if it needs work, but the engine has a solid reputation of 200K without major issues, and the fact that engine swaps are done shows adaptability of the platform.

 

[esh]

I don't know what "newer crop of diesels" is about. I haven't touched my '96, timing belted, overhead cam'd, Toyota diesel engine (1HZ) since it was installed three years ago. Timing belt is nearly as easy to replace as the oil filter thanks to Toyota's design approach. It isn't a rattly tractor diesel motor, and it runs on 4 wires without a computer. It has actually begun to loosen up a bit and return better mileage (about 50k miles into a rebuild of it.. was rebuilt long ago in Australia).

Maybe it is perspective, but I consider an overhead cam a fairly progressive design until you get into things like common rail injection systems.

I just removed all the smog system from my '79 FJ40 with the original california spec 2F. Everything is gone. Just used a Trollhole de-smog carg with one vacuum port and it runs great, and is a very simple system. I keep eyeballing diesel swaps to put in at some point, but I don't think that engine will go anytime soon. Just a great motor.

 

[MattScott]

I think reparability is only relevant if the parts for that vehicle are widely available.

My Jeep is not as reliable as a Land Cruiser, but it is easier to work on, and the parts are significantly cheaper, and more available.

Finding parts for my Land Cruiser (1993) was simply not as easy as it is for my Jeep (1999)

In the event something did break, I'd feel more comfortable having it break in the Jeep.

 

[nickw]

I don't know what "newer crop of diesels" is about. I haven't touched my '96, timing belted, overhead cam'd, Toyota diesel engine (1HZ) since it was installed three years ago. Timing belt is nearly as easy to replace as the oil filter thanks to Toyota's design approach. It isn't a rattly tractor diesel motor, and it runs on 4 wires without a computer. It has actually begun to loosen up a bit and return better mileage (about 50k miles into a rebuild of it.. was rebuilt long ago in Australia).

Maybe it is perspective, but I consider an overhead cam a fairly progressive design until you get into things like common rail injection systems.

I just removed all the smog system from my '79 FJ40 with the original california spec 2F. Everything is gone. Just used a Trollhole de-smog carg with one vacuum port and it runs great, and is a very simple system. I keep eyeballing diesel swaps to put in at some point, but I don't think that engine will go anytime soon. Just a great motor.

Newer crop of diesels was meant to catch the current trend toward heavy electronics, particulate filers, urea injection et. al.

I may just swap on a trollhole carb and call it good. Sounds like that the best way forward!

 

[fireflyr]

I agree with the opinion on the 'new' diesels. Our fire department purchased 15 of the new twin turbo Powerstrokes and so far we have replaced 25 engines (under warranty). Once the warranty has expired they plan to park them.
My '06 Dodge / Cummins (presmog) has 86k and has never had an engine issue.
That being said, stick with what you have. I replaced my F engine (burned #5 exhaust valve) with a rebuilt F.5, DUI ignition, Weber 32/36 and 1 piece headers. I haven't touched the engine in 15k miles (other than oil changes). I takes some time to gain confidence but these are bullet proof engines. Everything that has malfunctioned (wiper motors, heater, light switches) were easy fixes. I'd drive this thing to Alaska if I had the time (and a set of good earplugs).
My emphasis has always been on reliability because it saves you from having to deal with repairability.:ylsmoke:

 

[owhiting]

repairability vs reliability

I remember they days when fuel injection was just being introduced to the 4x4 market and everyone grumbled about what if the injectors fail or the electronic fuel pump quits. Now everyone seems to run fuel injection because it is sooo much more reliable than a carb. If i sit and think about it i have seen many more mechanical failures on the trail than electrical. That said everything can brake, but if you think about the billions of cumulative miles put on some of these modern vehicle they are far more reliable than we give them credit.

 

[Douglas S.]

I remember they days when fuel injection was just being introduced to the 4x4 market and everyone grumbled about what if the injectors fail or the electronic fuel pump quits. Now everyone seems to run fuel injection because it is sooo much more reliable than a carb. If i sit and think about it i have seen many more mechanical failures on the trail than electrical. That said everything can brake, but if you think about the billions of cumulative miles put on some of these modern vehicle they are far more reliable than we give them credit.

The difference is that an older engine is a lot easier to diagnose and repair on the side of the road/trail.