Toyota 1KD-FTV 3.0 D-4D Engine Specs, Problems & Reliability
Toyota 1KD-FTV 3.0 D-4D Engine
Here in this post, I have gathered information about the Toyota 1KD-FTV 3.0 D-4D Engine from its official website, including its specifications, Problems, and Reliability.
We believe in providing reliable information to our readers, therefore we prefer to obtain information on the Toyota 1KD-FTV 3.0 D-4D Engine from authentic sources.
This article, which has been updated, has all the information you require about the Toyota 1KD-FTV 3.0 D-4D Engine.
The 3.0 D-4D engine, also known as the Toyota 1KD-FTV, debuted in that year. The Toyota LandCruiser Prado 120 Series initially received the engine, followed by the 150 Series.
The Toyota Mk.7 Hilux, Mk.5 HiAce, and Mk.7 Hilux Surf were all compatible with this 3.0-litre diesel (Toyota 4Runner). The 1KD motors dethroned the Toyota KZ engine series.
However, the new Toyota GD engine, the 2.8L 1GD-FTV, is quickly replacing the 3.0L variant.
The 1KD-FTV motor has a cast-iron cylinder block with two balance shafts that are turned in opposite directions by a gear on the crankshaft.
Liners are not present in the engine block.
The forged crankshaft has eight weights and five primary journals, and it is housed within the cylinder block.
A torsional rubber damper is installed on the crankshaft pulley to lessen the amount of noise and vibration being transmitted through the system.
Both the connecting rods and the pistons in the engine were made of high-strength aluminium alloy, and both had resin coatings on their skirts.
Oil jets on the engine block’s base spray motor oil onto the pistons to cool and lubricate them.
Engine Specifications | |
| Engine code | 1KD-FTV |
| Layout | Straight-4, vertical |
| Fuel type | Diesel |
| Production | – |
| Displacement | 3.0 L, 2,982 cm2, (182 cu·in) |
| Fuel system | Direct Injection 4-Stroke Common Rail Diesel Engine |
| Power adder | Variable nozzle turbocharger (VNT) CT16V |
| Horsepower net | From 136 PS (100 kW; 134 HP) at 3,400 rpm to 190 PS (140 kW; 188 HP) at 3,400 rpm |
| Torque output | From 300 N·m (30.6 kg·m, 221.1 ft·lb) at 2,400 rpm to 420 N·m (42.8 kg·m, 309.5 ft·lb) at 4,000 rpm |
| Firing order | 1-3-4-2 |
| Dimensions (L x H x W): | – |
| Weight | |
Cylinder block | ||
| Cylinder block alloy | Cast-iron | |
| Compression ratio: | 15.0:1, 16.0:1 or 17.9:1 | |
| Cylinder bore: | 96.0 mm (3.78 in) | |
| Piston stroke: | 103.0 mm (4.06 in) | |
| A number of piston rings (compression/oil): | 2 / 1 | |
| A number of main bearings: | 5 | |
| Cylinder bore inner diameter: | 96.000-96.010 mm (3.7795-3.7799 in) | |
| Piston skirt diameter | 95.920-95.930 mm (3.7764-3.7768 in) | |
| Piston ring side clearance : | Top | 0.091-0.135 mm (0.0036-0.0053 in) |
| Second | 0.090-0.130 mm (0.0035-0.0051 in) | |
| Oil | 0.030-0.070 mm (0.0012-0.0028 in) | |
| Piston ring end gap: | First | 0.270-0.390 mm (0.0106-0.0154 in) |
| Second | 0.470-0.570 mm (0.0185-0.0224 in) | |
| Oil | 0.200-0.400 mm (0.0079-0.0157 in) | |
| Piston pin’s outer diameter | 33.996-34.008 mm (1.3384-1.3389 in) | |
| Connecting rod small end diameter (standard) | 34.012-34.024 mm (1.3391-1.3395 in) | |
| Crankshaft main journal diameter: | 69.994-70.000 mm (2.7557-2.7559 in) | |
| Crankpin diameter: | 58.994-59.000 mm (2.3226-2.3228 in) | |
| Crankshaft centre distance: | 51.5 mm (2.03 in) | |
Cylinder head | |
| Cylinder head alloy | Aluminum |
| Valve Arrangement: | DOHC |
| Valves: | 16 (4 valves per cylinder) |
| Intake valves diameter: | 32.2 mm (1.2677 in) |
| Exhaust valves diameter: | 27.8 mm (1.0945 in) |
| Intake valves length: | 105.15-105.75 mm (4.1398-4.1634 in) |
| Exhaust valves length: | 105.02-105.62 mm (4.1346-4.1583 in) |
| Intake valve stem diameter: | 5.970-5.985 mm (0.235-0.2356 in) |
| Exhaust valves stem diameter: | 5.960-5.975 mm (0.2346-0.2352 in) |
| Camshaft journal diameter: | 27.969-27.985 mm (1.1011-1.1018 in) |
| Intake cam lobe height: | 47.180-47.280 mm (1.8575-1.8614 in) |
| Exhaust cam lobe height: | 48.070-48.170 mm (1.8925-1.8965 in) |
Valve clearance (Cold) | |
| Intake valve | 0.20-0.30 mm (0.0079-0.0118 in) |
| Exhaust valve | 0.35-0.45 mm (0.0138-0.0177 in) |
Compression pressure | |
| Standard | 27.5 kg/m2 (2,700 kPa, 391 psi) / 250 rpm |
| Minimun | 22.5 kg/m2 (2,200 kPa, 320 psi) / 250 rpm |
| Compression differential limit between cylinders | 5.0 kg/m2 (500 kPa, 71 psi) / 250 rpm |
Oil system | |
| Oil type: | API CF-4 or CF, CE, CD |
| Recommended engine oil | SAE 10W-30, 5W-30, 15W-40, 20W-50 |
| Engine oil capacity | Dry fill: 8.0 L (8.5 US qt, 7.0 Imp. qt) With oil filter change: 7.5 L (7.9 US qt, 6.6 Imp. qt) Without oil filter change: 6.8 L (7.2 US qt, 6.0 Imp. qt) |
| Engine oil pressure | At idle speed: 29 kPa (0.3 kg/cm2, 4.2 psi) At 4,500 rpm: 245 kPa (2.5 kg/cm2, 36 psi) |
Fuel system | |
| Idling | 650-750 rpm |
| Max engine speed under no load | 4,500-4,700 rpm |
Turbocharger | |
| Turbocharging pressure | 2.1 kgf/cm2 (205 kPa, 15.6 psi) |
| Step motor rod stroke | 11±0.03 mm (0.43±0.012 in) |
Vehicle Applications
| Model | Years Produced |
| Toyota Land Cruiser Prado (90, 120, 150) | – |
| Toyota 4Runner / Hilux Surf (180, 210) | – |
| Toyota Hilux Surf (KDN 185, 215) | – |
| Toyota Dyna | – |
| Toyota Toyo Ace (KDY 200) | – |
| Toyota Hiace | – |
| Toyota Regius Ace | – |
| Toyota Fortuner | – |
Toyota 1KD-FTV 3.0 D-4D Engine Problems
ENGINE RATTLE
Especially when they’re cold, these motors have a well-deserved reputation for being extremely noisy. There are a number of possible causes, but many people blame the injectors.
According to our research, this is typically the result of the injector’s central spindle being stuck within the injector’s bore.
Since the injector holds open for longer in cold temperatures due to increased friction, over-fueling is a possibility.
In addition, the rockers may be the source of the noise because they aren’t oiled yet after the engine has been started.
The answer is to only use high-quality oil and to ease into the first five to ten minutes of each drive.
On a chilly winter morning, the sound of my own engine is awful, but it warms up quickly.
Take it easy, and if you’re worried about your injectors’ performance, have them checked by a diesel expert.
DODGY CLUTCH
Clutches on this model of HiLux have been reported to slip frequently, with some needing repair after as few as 20,000 kilometres.
Because clutches are so easily worn out by factors like speed and weight, it’s important to keep this in mind if you’re shopping for a pre-owned HiLux.
A new clutch will essentially be a necessity, so plan accordingly. My vehicle, which has an aftermarket Exedy clutch, has just begun to slip slightly on really steep inclines.
There, the 32-inch tires and extensive off-road use of the vehicle are not helpful.
Cracked Pistons
Engines with the Toyota 3.0 D-4D designation produced between 2000 and 2003 (serial numbers 30020–30060) are immune to this issue.
The pistons are fully utilized with heavy usage. Piston cracking was reported for the first time after the end of 2003’s period of modernization.
Motors with a 1KD-FTV were at risk, and they could produce up to 172 HP and 410 Nm of torque.
Pistons of this brand have had their combustion chambers redesigned since 2004.
The issue of cracking is not widespread in 30090-indexed motors that were produced prior to August 2006.
There has been an increase in reports of this issue with 30150 powertrains manufactured prior to June 2009.
In response to the discovery of a flaw in the 1KD-FTV engines, Toyota has completed additional testing and QA procedures.
Toyota Euro-5 vehicles first received engines with a revised piston group around the end of 2010. A comparable issue was not reported by customers whose vehicles had powertrains 13101–30170.
Additionally, 13101–30–200 numbered pistons were used in place of the originals in piston engines.
Toyota 1KD-FTV 3.0 D-4D Engine Reliability
While Toyota makes a number of diesel engines, the KD series isn’t always the most dependable of them all.
The Toyota KD engines are less reliable than their 1KZ predecessors, but they make up for it by using less gas and producing greater power.
While both generations of KD diesel engines are reliable, common concerns include faulty injectors that cause a rough idle, excessive oil consumption and banging sounds during cold starts.
It is worth noting that the 2KD-FTV has proven to be more reliable than its predecessor, the 1KD-FTV.
Given the frequency with which major issues arise, we can only give the Toyota KD engines a middling dependability rating.
We can’t give the Toyota KD a higher rating than average due to the high number of reports about the need for substantial repairs before the first 100,000 miles are driven.
Since previous Toyota diesel engines are proven workhorses, we deduct merit from both the 1KD-FTV and the 2KD-FTV.
It’s worth noting, though, that many Toyota KD owners may never encounter any of the issues we’ve outlined and continue to rely on these motors for their daily commutes.
Both the 1KD-FTV and the 2KD-FTV depend on a lot of different things to be durable and last a long time, such as using good oil and doing regular maintenance and repairs.
Toyota 1KD-FTV 3.0 D-4D Engine FAQ
Is 3.0 D-4D a good engine?
The 3.0 D4D engine has proven itself to be sturdy and dependable in both of these versions, but owners should still be wary of its flaws.
How long can a D-4D engine last?
The D-4D is not extremely long-lasting in comparison to other small automobile diesel or even earlier Toyota diesel. usually between 100,000 and 150,000 miles, with a top end of about 250,000 miles.
How long does a 1KD engine last?
Injectors in the 1KD-FTV engine typically stop working between 120,000 and 140,000 kilometres, though this ranges from 75,000 to 250,000 kilometres.
How long do D-4D injectors last?
An average diesel fuel injector will last for about 150,000 kilometres. Now is a good time to have an expert look at them.
