We need to talk about the Toyota 4Y engine.

[Senorbarbo]

The heresy.

I'm going to go straight into heresy territory, but it's best not to beat around the bush. Three years ago I fitted a Toyota engine to a Land Rover Santana 109". And it has been running all this time without a single problem and providing immense satisfaction to its owner.


https://www.youtube.com/watch?v=kBWNzkqkjjw

historical precedents


It all started because in Spain the price of 2 1/4 petrol Land Rover engines is absolutely outrageous. 99 out of 100 Land Rovers you can find are diesel and even those that were petrol, were usually replaced by diesel. In the years of Land Rover's heyday in Spain they were work vehicles, and the price difference with diesel was very considerable. However, today they have become leisure vehicles, and people prefer not to listen to the agricultural roar of an engine that loses all its power through the mouth, and that to be honest, was not very good either. Hence the high demand for petrol engines, and their exorbitant price.


I was familiar with the Toyota 4Y engine, which is one of the most reliable made by the Japanese brand. Used in taxis, caterpillars, 4x4s (Hilux), mini trucks... the 4Y is still manufactured today, and spare parts are plentiful. It far exceeds the Land Rover in peak torque and power, and its durability is extraordinary. It is also a ubiquitous and simple engine that a mechanic in the most remote part of the world can repair.


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the specs




| **Toyota 4Y EFI | **Land Rover 2.25 Gasoline
|--------------------------------|-------------------------------------------|---------------------------------------|
| **Displacement** | 2.2 liters (2,200 cc) | 2.25 liters (2,250 cc)
| **Number of Cylinders** | 4 inline cylinders | 4 inline cylinders
| **Maximum Power** | Approximately 97-105 hp | Approximately 70 hp
| **Torque** | Approximately 180 Nm | Approximately 140 Nm
| **Fuel Injection System | EFI (Electronic Fuel Injection) | Carburetor (SU or Zenith variants)
| **Fuel Consumption | (approx. 10-12 km/L)|. | (approx. 7-9 km/L)


Figures are: 28% better torque, 40% more power, and 25% better consumption.

However, in addition to being more powerful, it is not so powerful as to compromise an LT76 gearbox that is in good condition.

Cost?



The price of a complete engine, new from the factory (China or Korea), ranges between US$1,000 and US$1,800 depending on the quality, to which must be added adapter plates, exhaust manifold, other types of auxiliary elements and of course shipping. The final cost of the set is less than that of a rectified 2 1/4 engine, and the result is infinitely superior. It is worth mentioning that structurally it is so similar to the English engine that it could pass for one, except that despite being of the same displacement it is smaller and 100 kg lighter.

We do not offer this product, although it is something we have been considering for quite some time. For me, it is one of the most reasonable modifications that can be made to a Land Rover series without losing its essence. What's your take?

[Slunnie]

The old Hilux 2.2 motors in Aus. I'm amazed they still manufacture them!

Potentially a better conversion than the common Holden 6cyl motor conversion, and powerwise not too far off the smaller capacity Holdens.

[Senorbarbo]

The old Hilux 2.2 motors in Aus. I'm amazed they still manufacture them!

Potentially a better conversion than the common Holden 6cyl motor conversion, and powerwise not too far off the smaller capacity Holdens.

I know these engines very well, both the originals and the clones. Their durability is astonishing. There are videos circulating of engines with four overheatings, that have swallowed water, bent a connecting rod, and that are still running with 200,000 km even consuming oil, and the polishing seems new in all the cylinders except the one with the bent connecting rod.
In use in forklifts, a theoretical life of 30,000 hours is estimated, but they run for more than 50k, and there are many units with 80k. Taxi drivers in Hong Kong and Singapore (Toyota Crown Confort, 3Y LPG) put up to 1 million kilometers on each engine.

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[Tins]

What an interesting idea. My son had a 2WD Lux with one and he loved it. He was upset to leave it behind in SA. There’d have to be heaps of the things floating around. If I survive the next few months I might try and find one for my 109. Adapter plate couldn’t be too complicated. And the similarly in capacity should make for easy engineering.

[Senorbarbo]

What an interesting idea. My son had a 2WD Lux with one and he loved it. He was upset to leave it behind in SA. There’d have to be heaps of the things floating around. If I survive the next few months I might try and find one for my 109. Adapter plate couldn’t be too complicated. And the similarly in capacity should make for easy engineering.

Adapter plate was the most complicated part for us. I can even send you the drawings of it, but was not cheap to make it, We are working now on a different solution.

As the engine seats lower than the Landy one, the viscous fan won't be activated by the heat of the radiator, so you will need a duct or an electric fan. The exhaust can be challenging too, as the regular Yota one will hit the firewall. You need to incline 5ª the engine in case of the LHD, but that's not an issue for you, guys.

One very good thing about this engines is that is very easy to get A/C compressors, brackets... you know.

Javier

[incisor]

got a 4y and a 5 speed box in a 1974 hiace camper

goes very well...

when the nikky carby is having a good day, other wise it has a big flat spot

[Tins]

when the nikky carby is having a good day, other wise it has a big flat spot

That's factory. Dattos do that too.

[Senorbarbo]

The addition of a simplified electronic injection, of the bomb-proof kind used in the 90s, meant a significant improvement to these engines, with increases in power (10%), torque (12%) and a notable reduction in consumption (-18%) and in general greater smoothness and ease of use and reliability.


I have been researching this engine for years, and I have yet to find any negative references.

When testing the first one we made, I was very surprised by the torque of the engine we installed in the 109". It is also true that it had a heavy flywheel. But it is a car that is asking for the coiler differentials.

[JDNSW]

The factor not mentioned above is the usable range of rpm.

If it is significantly different from the Rover engine, it will require different gearing for the results to be satisfactory. This complicates the conversion, and, of course, increases cost.

The Rover engine is happy to run close to maximum rpm for long periods, but is also happy at very low speeds.

Another factor, probably not an issue for many owners today, is whether the engine has issues with operation at steep angles. With fuel injection there should be no fuel issues, but it would be unfortunate if a very steep climb resulted in loss of oil pressure.

[Senorbarbo]

The factor not mentioned above is the usable range of rpm.

If it is significantly different from the Rover engine, it will require different gearing for the results to be satisfactory. This complicates the conversion, and, of course, increases cost.

The Rover engine is happy to run close to maximum rpm for long periods, but is also happy at very low speeds.

Another factor, probably not an issue for many owners today, is whether the engine has issues with operation at steep angles. With fuel injection there should be no fuel issues, but it would be unfortunate if a very steep climb resulted in loss of oil pressure.

Well, I don’t feel in real use or see on the spces such an issue. In fact the 4Y it’s been fitted on many respectable 4x4 vehicles, starting with the Hilux, and it’s been living happily also on Daihatsu Rocky /Rugger and many others. Even VW used it in the VW Taro. So, we can say is appropriate for off-road.
Regarding the useable power, as you can easily see we are talking about an engine designed to work as a diesel, with peak power at 4500 rpm, (4200 on the Rover one)) while the max torque is @2000-2600 (2000 on the Rover).

This engine was designed to have a very wide range of operation at low revolutions, which would also allow it to significantly extend its lifespan. That's why it is used in forklifts and continues to be used in taxis and vans with three and four-speed automatic transmissions.

If you drive on highways at nowadays speeds you will miss a fifth gear, but that’s all. IMO it plainly makes a better car. Of course, not for rivet counters. .

[JDNSW]

Thanks for adding these figures. The peak torque and peak power figures are comparable with those of the Rover engine (2500/4250 for the petrol, 1850/4050 for the diesel) so that the original gearing should be appropriate.