Hilux motor

[blackie27]

hi guys am looking at doing a desel conversion and looking at a 3litre turbo desel hilux motor but dont really no anything about engine conversions and was wondering if any1 had tryed anything like this be4, and if so if they no what parts i would need to start looking at.


thanks
troy

[junglejuice]

This is not a conversion I would recommend for someone who doesn't know anything about engine conversions...

[kyphonii]

I do all my own work on the jeep and have for 35 years and that conversion scares me.

[junglejuice]

To make it worthwhile you'd want the D4d version, the older ones were slugs, but the D4d is all electronic controlled just like every other modern diesel which is why they can get such good performance and economy numbers from them and it is this reason it will be very difficult and expensive to do.
The physical part will be the easiest part of the whole thing....

[blackie27]

thanks for the input guys
is there any other diesel motors u would recomend that would make the conversion any easier or is it not really that idel to attempt??

[layback40]

If you had a hilux written off sitting next to the jeep & transferred everything over to the jeep,it may be possible. The wiring & computers would need to come from the hilux. You would need to probably use a manual trans.
I dont hate myself enough to try a conversion like that !

[layback40]

thanks for the input guys
is there any other diesel motors u would recomend that would make the conversion any easier or is it not really that idel to attempt??I have heard of people in the USA putting Mercedes 300D engines in jeeps.

[lmoreill]

put a d-max 4 cyl t or the v6td from a navara. I literally had this same idea about 3 weeks ago.

[Wooders]

If I was think of this I'd go 4bt.

[amlav]

If you manage to change the engine there will be still all the sensors, ecm module ,wirring loom , instrument panel to be transfered etc....
My opinion...it is uneconomical.

[fil]

I have been thinking about this swap for a couple years now. I reckon it could be a great little swap. I think I would go the early 2.8 or 3.0 turbo (pre crd) In particular if you could get a half cut from a early Toyota surf with the aw4 auto it will make for a pretty basic swap. The surf and XJ would be close to the same weight? Maybe the XJ a bit lighter? Can use the XJ aw4 to either swap bell housings depending on spacing and spline or use the XJ output shaft and extension housing on the surf aw4 to get the XJ tcase on. I would first try using the stock trans mount and fab engine mounts, that way you won't need new driveshafts. Should be heaps of room up front as well to run the Toyota fan. AC and ps should be straight forward too. Whether the effort is worth the gain I'm still unsure. I reckon a tj brute conversion with 3.0 turbo would be great.

[mjs]

Maybe food for thought. U.S. site for TJ's and JK's. Dosen't mention XJ's.

http://dieseltoys.com/jeep

[Tezza]

I have had all of thr hilux diesels and they are great reliable engines except the imported surfs they are different and not reliable.
the D4d is an amazing motor and an eazy bolt up to the A4w and I had a friend do a conversion and he had the use the dash as well or it would not run, dont ask me why.
If it where me I would use the early 3 ltr from 1997 on as I bolted a turbo kit on one I had and it was amazing and gave me years of service and I did not hold back on it I could smoke up maxis 31 mudders anywhere.
Cheers Tezza

[fil]

Yeah your right tezza. The surfs are dramas to get parts for I've heard. A bolt on turbo on the 3.0 (5L) would have to be a good choice.

I have been hearing bad reports about the d4d hilux engine, even seen a few of them shit the tin, two of them were under 150000k. Plenty of dramas with the CRD side of them too. Apparently, the injectors play up, and the story is you can't replace just one injector, you have to replace them as a set, at 1000 per injector genuine.
A buddy of mine had 2 Injectors go bad in his V8 TD cruiser, 1 on each bank. So 8 grand for injectors plus a couple grand labour. He ended up getting it repaired at a local diesel specialist, but still cost him $5500

[lawler]

patrol or landcruiser 4.2d with matching manauls would be awsome. but output for front drive shaft is on opisted side. same problem with hiluxs motors excepted the new ones

[TOYROX]

It woukld most likely be cheaper to buy a hilux and drive it. Saves the hassle of converting.

[lawler]

reshell a 4.2d gq diffs, motor and gearbox into an xj then bolt a turbo on

plenty of power and mostlikly never brake it

[junglejuice]

patrol or landcruiser 4.2d with matching manauls would be awsome. but output for front drive shaft is on opisted side. same problem with hiluxs motors excepted the new ones

I would have the auto over a manual any day for a 4wd, much better offroad....

[xjdavid]

Puting any Toyota parts in a Jeep will slow it down. lol

Sent from my Desire HD using Tapatalk 2

[Adrian D]

ACME adapters from the US sells an adapter to install a VW 4-cyl engine on an AX15 gearbox. The 1.9 TDI's are a good option IMO :)
Some hassle to get get all the gauges working correctly but there are versions capable of 200Hp with the right upgrades. I bet that would be a hoot in an XJ :)

[Dustbowl]

If I was think of this I'd go 4bt.

Wooders is on the money, the 4Bt is the only one which can put out a decent amount of power with decent reliability.
A Toyota motor in a jeep is a crime against nature :)-(:
The brand new D4d is pretty good performance and seems to have passed some of the worms from the old motor... But Toyota is yet to make a motor as powerful or as reliable as the 4.0 don't go backwards buddy :cool:

[Raisins78]

I dont see what is wrong with the 4.0 Jeep motor? Are you just after a diesel? Is it fuel economy your after? Id rather catch a bus to work to save fuel than swap to a toyota diesel motor in my XJ......
If I was every going to swap engines (And it is on the cards later) Id put something small and torquey in it, like a VT Commodore supercharged V6 motor...

[Dustbowl]

Hahaha I would bus it too raisins :p
As for supercharging, a charger on the 4.0 dramatically increases fuel economy.
I wouldn't waste a supercharger on a Buick V6 :p
I considered a naturally aspirated Tickford Red Rocker... Ooooh yeah 8)

[bruggz351]

Hahaha I would bus it too raisins :p
As for supercharging, a charger on the 4.0 dramatically increases fuel economy.
I wouldn't waste a supercharger on a Buick V6 :p
I considered a naturally aspirated Tickford Red Rocker... Ooooh yeah 8)


Yup... tis the dream...**)
http://www.ausjeepoffroad.com/forum/showthread.php?t=97797

[Dustbowl]

Not sure you've got my back here Bruggz :p

[bruggz351]

Nah, it's all cool dustbowl. ;)

Just showin that ya idea of a Later Ford six isn't a bad idea eh...:cool:

[Tezza]

To many good ideas to choose from this fella is getting tied just thinking about it. I will have to stick with a strocker for now.
Cheers ya-all

[Dustbowl]

Nah, it's all cool dustbowl. ;)

Just showin that ya idea of a Later Ford six isn't a bad idea eh...:cool:

Hahaha cheers mate :)
I've kept my Tickford from those racy days, countless hours under the hood that thing was a V8 eater bog standard :p
I have always dreamed of this kind of swap, I think us be the first though ;)

[bruggz351]

I've long been a fan of the Ford crossflow. It is a very underrated motor.

I had warmed up iron crossflow in my TD Cortina and in the day it blew brand new VP's into the dust.:cool:

cheers

[Dustbowl]

I've long been a fan of the Ford crossflow. It is a very underrated motor.

I had warmed up iron crossflow in my TD Cortina and in the day it blew brand new VP's into the dust.:cool:

cheers

Ahhh a sporty courty with a 250 ay :mrgreen: those babies were a real monster on the black top ;) as for Vp's... They are too sissy to even have a rant about :p

[Raisins78]

Hahaha I would bus it too raisins :p
As for supercharging, a charger on the 4.0 dramatically increases fuel economy.
I wouldn't waste a supercharger on a Buick V6 :p
I considered a naturally aspirated Tickford Red Rocker... Ooooh yeah 8)
they came from the factory with a supercharger, and had pretty good economy figures (A VT Commodore weighs alot more than an XJ too)

extract from Wiki...
L67 Supercharged
A 3800 Series II L67 Supercharged V6 engine in a 1998 Buick Regal GS.

The L67 is the supercharged version of the 3800 Series II L36 and appeared in 1996, one year after the normally aspirated version. It uses the Eaton Generation III M90 supercharger with a 3.8" pulley, a larger throttle body, fuel injectors, cylinder heads, and lower intake manifold than the L36 uses. Both engines share the same engine blocks, but compression is reduced from 9.4:1 in the L36 to 8.5:1 for the L67. Power is up to 240 hp (180 kW) and a somewhat under-rated 280 lb·ft (380 N·m) of torque (real output is estimated at about 310 lb·ft (420 N·m)). Despite being an all iron engine, it is surprisingly light weighing only 392 lb (178 kg). Final drive ratios are reduced in most applications, for better fuel economy and more use of the engine's torque in the low range. Like most 3800 V6s, the engine is well known for its reliability and low maintenance costs. The engine is a popular choice for aftermarket modification thanks to its very strong internals and impressive power gains from basic upgrades. The engine was built in Flint, Michigan and was certified LEV in 2001.

As with the previous generation, premium fuel (91 octane or higher) is required. The engine can run on 87 or 89 octane fuel, however the ECM will pull significant ignition timing to protect the engine from knock/detonation; this results in a significant loss of power. This engine was used in the following cars:

1996–2005 Buick Park Avenue Ultra
1997.5–2004 Buick Regal GS / GSE / GSX (SLP)
1996–1999 Buick Riviera (optional 1996-97, std. 1998-99)
2004–2005 Chevrolet Impala SS
2004–2005 Chevrolet Monte Carlo SS Supercharged/Intimidator SS
1996–1999 Oldsmobile Eighty-Eight LSS (limited)
1996–2003 Pontiac Bonneville SSEi
1997–2003 Pontiac Grand Prix GTP / GTX (SLP)
1996–2004 Holden Commodore VS (series II), VT, VX, VY

My personal reasons for investigating this engine as a swap is for the following...
weight (jeep 4.0 is over 500lb's, this V6 is 392lb's)
Torque.....read above
space. Very compact engine compared to the straight 6, so free's up alot of space for other things and makes it easy to work on.
Popularity. being an engine from a commodore, the amount of spare parts stockists is high, aftermarket support is also good. Any reliability problems and associated fixes have been researched and done to death.
Price..... A low km good engine can be had for under $2500 with loom and computer. I have seen brand new crate engines for under $4000 (Comparable to strokers) wiring and computer is pretty simple so can be done from scratch by most auto electricians or competent DIY'ers. Adapter plates are available too.....The whole job could be done for $5000 with a low (under 100,000km) engine.

[kyphonii]

they came from the factory with a supercharger, and had pretty good economy figures (A VT Commodore weighs alot more than an XJ too)

extract from Wiki...
L67 Supercharged
A 3800 Series II L67 Supercharged V6 engine in a 1998 Buick Regal GS.

The L67 is the supercharged version of the 3800 Series II L36 and appeared in 1996, one year after the normally aspirated version. It uses the Eaton Generation III M90 supercharger with a 3.8" pulley, a larger throttle body, fuel injectors, cylinder heads, and lower intake manifold than the L36 uses. Both engines share the same engine blocks, but compression is reduced from 9.4:1 in the L36 to 8.5:1 for the L67. Power is up to 240 hp (180 kW) and a somewhat under-rated 280 lb·ft (380 N·m) of torque (real output is estimated at about 310 lb·ft (420 N·m)). Despite being an all iron engine, it is surprisingly light weighing only 392 lb (178 kg). Final drive ratios are reduced in most applications, for better fuel economy and more use of the engine's torque in the low range. Like most 3800 V6s, the engine is well known for its reliability and low maintenance costs. The engine is a popular choice for aftermarket modification thanks to its very strong internals and impressive power gains from basic upgrades. The engine was built in Flint, Michigan and was certified LEV in 2001.

As with the previous generation, premium fuel (91 octane or higher) is required. The engine can run on 87 or 89 octane fuel, however the ECM will pull significant ignition timing to protect the engine from knock/detonation; this results in a significant loss of power. This engine was used in the following cars:

1996–2005 Buick Park Avenue Ultra
1997.5–2004 Buick Regal GS / GSE / GSX (SLP)
1996–1999 Buick Riviera (optional 1996-97, std. 1998-99)
2004–2005 Chevrolet Impala SS
2004–2005 Chevrolet Monte Carlo SS Supercharged/Intimidator SS
1996–1999 Oldsmobile Eighty-Eight LSS (limited)
1996–2003 Pontiac Bonneville SSEi
1997–2003 Pontiac Grand Prix GTP / GTX (SLP)
1996–2004 Holden Commodore VS (series II), VT, VX, VY

My personal reasons for investigating this engine as a swap is for the following...
weight (jeep 4.0 is over 500lb's, this V6 is 392lb's)
Torque.....read above
space. Very compact engine compared to the straight 6, so free's up alot of space for other things and makes it easy to work on.
Popularity. being an engine from a commodore, the amount of spare parts stockists is high, aftermarket support is also good. Any reliability problems and associated fixes have been researched and done to death.
Price..... A low km good engine can be had for under $2500 with loom and computer. I have seen brand new crate engines for under $4000 (Comparable to strokers) wiring and computer is pretty simple so can be done from scratch by most auto electricians or competent DIY'ers. Adapter plates are available too.....The whole job could be done for $5000 with a low (under 100,000km) engine.
spent a bit of time in the a Statesman and was really really disappointed, if you didn't read the badge you would not know it was supercharged. could not pull a jet ski with out cutting back gear and reving its face off. That's why they are not around today.

[Raisins78]

FYI. Ive gotten a price from a V6 conversion shop.....working in with an auto rebuild shop that specialise in commodore Auto's for Land cruisers and patrols...

for a brand new engine, fully rebuilt T700 auto to suit 4x4ing (lockable 1st gear switch system) with a GQ Transfer case bolted to it, all adapters for engine and gearbox mounts ECU and loom (secondhand loom) and two new custom tail shafts to bolt in....for $9000.
I know that sounds like alot, but its 90% all brand new, almost double the torque, same if not better economy etc.
they seem very keen as they can use it as a test kit (they haven't done one before, but can see a market there for it)

[Raisins78]

spent a bit of time in the a Statesman and was really really disappointed, if you didn't read the badge you would not know it was supercharged. could not pull a jet ski with out cutting back gear and reving its face off. That's why they are not around today.
What model? WH? VS?

[kyphonii]

What model? WH? VS?

Was the sister in laws, model?. Tried towing a jet ski to Atherton. Not a problem run really, a few hills. The supercharger did not deliver the torque and as a result the motor was always running high rpm to maintain 100 kph. Stock Jeep engine with 8psi boost from a turbo and you would have something.

[Dustbowl]

You are right kyphonii, I'll safely bet the Chrysler I6 would have done it in overdrive :p
Raisins, the Buick 6 isn't a "bad" motor, it's just not particularly impressive either ;)

[Raisins78]

Well, we each have our own experience's. Ive been in half a dozen different cars with that conversion done, and every one was more than impressive (The gemini was insane!)
All of them were lighter than a WH or similar, as is an XJ. That motor seems to really open up in a lighter vehicle. What does an XJ weigh? 1500kgs?
So its already lighter than a WH (over 1700kg's)
Take away the extra 100kg's because the engine is lighter again...so now you have a 1400kg XJ with 400nm of torque (more with some basic mod's like a nose upgrade, intercooler etc), available from idle..... I don't see the bad side?
Yes a turbo would probably be faster....but torque is king, especially off road.
You can not get a turbo to match the torque down low of a PD Blower...
Because it is a factory engine, then alot of the guess work is gone too. (Unlike turboing the jeep motor, which can give rise to design issue's not meant for boost etc.)
As I said, each to there own, but I know which way ill be going.... The L67
If money is tight, I would just stick to a stroker 4.7 etc as it still improves bottom end torque etc unless I could source all the bits for the L67 at around the same price.

[kyphonii]

Put a 4 liter ford xr6 turbo. Never been a v6 Buick that could best that 6 cyl

[Raisins78]

Put a 4 liter ford xr6 turbo. Never been a v6 Buick that could best that 6 cyl
Your completely missing my point.
If you want a rocket, yes the XR6 Turbo engine or a worked LS1 etc is the go.
The Supercharged engine would wipe the floor with both, off road.
Anything with a turbo has lag, lag means higher revs to get forward momentum, which means less crawling control and more risk off damage by over shooting.
The LS1 would chew tonnes more fuel.
If I was going to build an XJ to attack the quarter mile...it would be alot different to one built as the ultimate 4x4.
Since 99% of people on here are 4x4er's not racers, a big powerful turbo 6 is only going to disappoint.
Im not trying to pick fights, but trying to help people understand what makes a car "work"
I could get a corvette spec 700+HP engine to fit in the XJ too.....but its wasted.
My belief is if you want to go FAST....probably best to buy another car, and keep the Jeep for camping. I have seen a Hilux with XR6 Turbo motor squeezed in (very tight fit as the engine bay isn't overly long)
It was the biggest hunk of crap in the rough stuff, but yes, it flew down the highway on the way home.
Stick it in low range, try and crawl it through a hard section of steps, drop offs, large ruts and rocks...and you will find out how unpleasant all that boost and lag is. It stalled if going too slow and had no boost to pull it out of tough situations....or he drove it with the revs up so it had boost, and it was way too fast to control safely and he pretty much bent and cracked half the undercarriage. My GU 4.2 turbo was like that too (though not as bad) if the revs were too low and it had no boost, it was a dog, would stall if you hit a large root, rock etc.....so you had to try again with a few revs up it, and crash your way through. Definately not the greatest crawler/overtaker etc

Just my opinion, and it all depends what you want to use your car for.
If its just towing, highway, round town with some soft off roading and camping....yeah the XR6T motor would be good.
Same as if you wanted to race people from the lights and 2F2F your XJ...go the big turbo6
If you want to use it as a real 4x4....it would be a waste of money.

Ill shut up now, I don't think I could explain it any better. Either people get what I mean, or they dont.;)

Ill leave you all with a picture of a 4x4, that would definately NOT be good at crawling or real 4x4ing...but would be very VERY fast....and would climb a sand dune faster than sound i reckon......p.s. no, its not an XR6 Turbo motor lol

[Dustbowl]

Some very good pointers there Raisins, I do understand your argument, I have worked quite little with holden/Buick motors and I assume you have had limited experience with the blue oval, horses for courses...
No I'm not about to put a G6turbo motor in the jeep :p but...
That red rocker was never a bad idea :p

[RED_TJ]

Back to the question, I looked at doing this conversion with my TJ, I was planning to use the 3lt (5L) non turbo motor and try to hook it up to the AX15 gear box, or use the Toyota R151 Gear box as its very closely related to the R151 ( extract from Novac... The AX15 is found behind the AMC 258 and the Mopar 4.0L (242 ci) I6 engine. The AX15 is also found in Dakota trucks and is closely related to the Toyota R151 as found in the Supra Turbo and Four Runner) and then make an adaptor for the transfer case and add a turbo later after market of course.
The 3L Toyota motor, if you get a early one does not run a computer so hook up would be a lot easyer to the Jeep wiring, I would use the Jeep oil and water sensors in the Toyota motor, the fuel and volts should not be a problem as you are not changing them, speedo will work, only thing I am not sure about is the tacko. you will no doubt, need new exhaust, drive shafts engine mounts, gear box mounts, probably a new radiator and a lot more....... cost who knows a engine conversions is never cheep, double what you think you can do it for and you might be getting close. same with time, if you think it will take you 3 months it will take double that. You may ask how would he know what he is talking about? well I have a LS1 Gen3 road rego TJ. expensive yes, fun to drive.... Fu#k yes, but the satisfaction of doing it yourself is worth it for me, but each to there own, I guess.
So do it, be a leader and if you do let us know each step you do as I can guarantee. Once somebody does it once and does a dam good job. then more will do it.
any way just my thoughts Have fun and keep on jeeping
:D:D:D

[bruggz351]

I thoroughly understand ya Raisins.
My choice would be an N/A Crossflow, they're torque monsters.
I don't know too much about later stuff, but the old Iron head in my Corty could literally fry the bags in 1, 2 and 3. In the wet, fan the clutch and sail sideways in top.:cool: Ran outa puff over 4500 though. But thats not needed in a 4b.

I've never had good experiences with the commo v6, except the early buicks. eg VN. But even the VN felt a trailer. The 2.6 in my sigma tows better than the commy ever did.

Thats just my experiences.

cheers

[kyphonii]

I'll go back to my original idea. Fit a turbo to a jeep 6cyl tuned to max torque at 1800rpm. The boost will not be high and the turbo will be spinning quite freely at this low rpm, the turbo lag spoken about is a think of the past, an idea based on the big heavy old turbos of old. The lag would be basically undetectable due to the converter that locks up at about 2000, under 2000 you are in the slippy converter any way.
Hit the throttle and the standard 4litre 6cyl response would take you quickly through 2000rpm at which time your convertor locks up and you have twice the torque travelling through the transmission. Turbos use wasted energy to make more power, superchargers use quite a bit of power to spin up more power. With the transmissions convertor taking away the throttle response advantage spoken about with superchargers. Cost wise the turbo would be very cost effective if you have access to a good turbo guy. You don't see v6 raced because they have no capacity for development. They just are not strong motors.

[junglejuice]

The Xr6T produces full torque at 1500rpm if mated to the original ECU, that is far better then the torque curve of even the diesel let alone the supercharged Commodore V6.

Easiest option both physically and legally, the stroker...

How about a stroker with a supercharger, hmmmm, can anybody spell torque???

[Dustbowl]

Haha that's an excellent point JJ, a stroker with a supercharger would get good economy and i imagine it would have unspeakable amounts of get up and boogie :p

But then how would those stats compare to a boss 5.0?

[kyphonii]

Haha that's an excellent point JJ, a stroker with a supercharger would get good economy and i imagine it would have unspeakable amounts of get up and boogie :p

But then how would those stats compare to a boss 5.0?

I'd like proof of the 4.7 liter supercharged economy before I spent good money. A supercharged 200 HP engine needs extra fuel burned for the supercharger. They don't run free. At moderate boost I think they burn nearly 20% of the power.
As boost increases so dose the %. Guessing 200 HP would burn 240 HP of fuel.
No sure on the numbers but they about right.

[Dustbowl]

That's perfectly rational logic mate, but strangely not the case, the charger simply makes the motor run a much higher pressure meaning more power for less input, the charger eliminated the motors struggle for air by forcing it down it's throat :p

[kyphonii]

The supercharger is about a 700cubic feet per minute compressor. How dose it not consume power.

[quints]

You don't see v6 raced because they have no capacity for development. They just are not strong motors.

I know it's straying a little off topic, but I had to put my hand up, kyphoni, to say, "Not always". Check this out:

http://www.youtube.com/watch?v=HxjrIUuFoRc

It's the engine that went into this:

http://www.ultimatecarpage.com/car/4967/Mercedes-Benz-C-Class-DTM.html

Note that it's 2.4l? Now . . . while the engine designation for the DTM was M106, the bottom end / block is essentially the same as an M112. So, the next time you pull up behind a W210 / W202 Benz and see E240 (W210), or C240 (W202 / 3), on the bootlid, you can wonder if the owner of that car has friends at AMG. I sure wish I did for my S202 C240T.

Back on topic for a little . . . I have come to the view that engine swaps from other makes are just too painful. Unless it'll bolt right up and be plug and play it's a game of diminishing returns. It's a different situation if, say, there's another engine (perhaps from the manufacturer) that plonks straight in with perhaps only a bell-housing change. G200 engine replacing G160 in a Gemini; 138A (or B) Lancia motor replacing a 128A motor in a Fiat; P76 V8 replacing the 2.0L 4 in a Triumph TR7; a 12A rotary in a 1302S VW Beetle . . . Or if there's 'clever' mods that can be made to achieve a leap forward with the existing motor (eg, 4.7 stroker, some head / injection / TB work and a stand-alone ECU)

As someone else has said: if you want the benefits of the diesel / turbo / supercharger, then go buy the vehicle with those benefits. It'll work out cheaper to do that anyway. Or maybe I'm just getting old, cranky and lazy in my advacing years.

Hey! You kids! Get off my lawn!

[Antiferret]

As an owner of a V6 commodore (for sale, anyone intersted?!) now a LS1 holden adventra, and driven a saab turbo, i would like to relate my thoughts.

V6, tourqy, yes. economical, yes, i agree with the SC conversion, will be economical. it suffers from OVERY conservative tuning ie, will pull giant amounts of timing if the motor gets warm. get it remapped and it will be sweet.

as far as low down torque, easily re cam the LS1 (while the motor is out isnt it?) with an rv cam and you will have 90% of your 450nm torque at 1200rpm. combine this with lean burn and you will b sweet.

the saab was sweet, 4 cyl, full boost by 1500rpm - NO LAG AT ALL. drove like a normal commo v6 with much less fuel. i would go this way (ie a 4cyl turbo with a small efficient turbo) before anything else!

[BwanaBob]

Hello, I ran across this old thread. Just want to let you know that the
Toy swap that the OP was thinking about is possible. I put one in my
98XJ that formerly had a VM2.5td. Putting one in a gasser would
require some extra work (fuel tank, pump, lines, filter, glow plug system)

Its a 2.4l "2L" non-turbo with a mechanical injection pump. No PCM.
Runs great after 50,000km. Some people might think it is a bit of a
beater, but this sure kept it out of the junkyard.