Hi All,
Got myself a 3.2 DiD Paj 2001 (V78W NM) which put me in a dilematic decision with either rebuild the car or selling the car as it is.
It all started with a injection pump specialist in Indonesia diagnose my IP and tell me I need to replace the Governor Electric which I did along with new set of 4 injector nozzles. After that is a well running car with slight hiccups I can live with (as the original turbo is blown and unrepairable and no parts available here, I decided to change it to IHI RHF4 out of 2000 Kia Carnival Diesel).
After a month or so, the car suffer the same problems again. Idle not holding well, slight judder/holding back when kick down, and then...died... again...
So we towed back the car to the IP specialists and have them dismantled the IP and they diagnose a faulty rotor head/plunger inside the IP. Not feeling like paying another US$ 1500 +- to replace the plunger/rotor head excluding the cost to assembly/disassembly + gasket kit + calibration of the IP, I asked them to the assembly the IP as it is. Pay it, driven it back home which I notice well lack of power.
as of now, the car is completely dead, strong crank power though but no avail to start the engine. So now I'm facing dilemmatic problem as it is just so expensive to rebuilt both the engine/IP (engine are making knocking noise but not from the cylinder head area) I went of a little bit of research with viable engine swap options or sourcing a front cut of the same Paj with DiD engine, so here are my options:
- Found 2000 4M41 engine with subframe, front suspension, ECU, wiring from Japan with the cost of approximately US$ 3000 with unknown shipping/freight to Indonesia or a complete front cut/half cut (includes transmission, transfer case, full front body, driveshaft) which cost me US$ 9000++ with unknown shipping/freight cost
- Found 6G72 which seller claim it came of from Pajero but not sure which year. I also noted that there are various spec of 6G72 but which is exactly the technical spec of 6G72 used in Paj? Both in Gen 2 and Gen 3.
- Can't find 6G74 locally, but a lot of Twin Turbo 6A13TT off a Galant VR-4. Does this engine works well? I.e. bolt to the transmission / or need bellhousing adaptor / electrical problems? / Engine + Transmission (mostly Auto available here in Indonesia) will work with the 4x4 system (transfer case) of the Paj Gen 3?
- Possibility of swapping to 4M40?
- Possibility of 1UZ swap?
The above options gives me the best availability in terms of parts and complete engine in here.
Any thoughts what's my best option? My gut tells me that unindentified 6G72 as ease of installation but what about the electrical wizardry I need to worry about?
I'm thinking 1UZ as it is cheap but will it bolt to the auto Gen 3 Paj transmission? bellhousing adaptor? Calibration from engine ECU to transmission TCU?
With the above being said, thank you for your time. I welcome any suggestion for this car. The only thing I kept this car is the comfortability but this half mechanical and half electronic injection pump is a douche :/
Cheers,
Andra
Andra
Firstly sorry to hear about your problems.
I have gone through much of the same agony recently with my 3.2 Did when the pump died and shortly thereafter I cracked/burned a hole in a piston
.I am rebuilding my engine as I believe it has served me well with just shy of 300000km on the clock of which a lot was hard work doing towing or off road work. It is expensive though so really ate into my savings. What is the mileage on your engine?
These diesel pumps are a pain and really expensive when they fail. There are also not too many technicians, at least here in South Africa, who have the proper equipment to do a rebuild. So it is a problem.
I dont like a "mixed-race" car so will always try and stay with Mitsu but in SA the 1UZ engines with gearboxes comes really cheap so they will always be in the running as an option. I would also probably stay with diesel but that is just personal opinion. The 6g72 is probably not a bad option either but I dont know the specs etc on the 6g72 or 6g74 to comment properly. They should however fit the gearbox etc I would think without too much hassles.
You can definitely consider going 4m40 route as it will almost be a clean bolt on, just not sure of electronics needed. They fitted 4m40 engine in the first few Pajero NM in Australia, so they will probably be easy to fit and work with the gearbox.
Where in Indonesia are you? What engines are the Pajero Sport/Dakar running in your parts of the world? Here in SA the Pajero Sport also ran with the 3.2 4m41 for a while but in common rail form. Now they are running a 2.5TD. When I was in Phuket earlier this year I saw a lot more Dakar's and only one Pajero. Will you not be able to source an engine that came from one of them? If they ran the 3.2 here in SA then the mountings and all the rest are probably very similar? Not sure exactly where you are situated and if the Pajero Sport/Dakar, or whatever you call it there, or even Triton/L200 is a viable option as donor as well?
Best of luck with your fixing process.
CATS
Firstly sorry to hear about your problems.
I have gone through much of the same agony recently with my 3.2 Did when the pump died and shortly thereafter I cracked/burned a hole in a piston
.I am rebuilding my engine as I believe it has served me well with just shy of 300000km on the clock of which a lot was hard work doing towing or off road work. It is expensive though so really ate into my savings. What is the mileage on your engine?These diesel pumps are a pain and really expensive when they fail. There are also not too many technicians, at least here in South Africa, who have the proper equipment to do a rebuild. So it is a problem.
I dont like a "mixed-race" car so will always try and stay with Mitsu but in SA the 1UZ engines with gearboxes comes really cheap so they will always be in the running as an option. I would also probably stay with diesel but that is just personal opinion. The 6g72 is probably not a bad option either but I dont know the specs etc on the 6g72 or 6g74 to comment properly. They should however fit the gearbox etc I would think without too much hassles.
You can definitely consider going 4m40 route as it will almost be a clean bolt on, just not sure of electronics needed. They fitted 4m40 engine in the first few Pajero NM in Australia, so they will probably be easy to fit and work with the gearbox.
Where in Indonesia are you? What engines are the Pajero Sport/Dakar running in your parts of the world? Here in SA the Pajero Sport also ran with the 3.2 4m41 for a while but in common rail form. Now they are running a 2.5TD. When I was in Phuket earlier this year I saw a lot more Dakar's and only one Pajero. Will you not be able to source an engine that came from one of them? If they ran the 3.2 here in SA then the mountings and all the rest are probably very similar? Not sure exactly where you are situated and if the Pajero Sport/Dakar, or whatever you call it there, or even Triton/L200 is a viable option as donor as well?
Best of luck with your fixing process.
CATS
2009 Pajero 3.2 DiDc Lwb GLS (Gen4) - Casper (Starting to grow on me)
2001 Pajero 3.2 DiD Lwb GLS Manual (Gen3) - Snoopy (SOLD but not forgotten)
2008 Pajero 3.2 DiDc Lwb GLS Auto (Gen4) - Silvester (SOLD)
2001 Pajero 3.2 DiD Lwb GLS Manual (Gen3) - Snoopy (SOLD but not forgotten)
2008 Pajero 3.2 DiDc Lwb GLS Auto (Gen4) - Silvester (SOLD)
Hi Cats,
Yes to be honest ever since I was kid I grew up with diesel powered 4x4 so getting attached to the Paj is that simple. Plus after all the money, despite frustrated by it, I still admire the comfort of the Paj and as of right now it has clocked 132000 Kms.
I'm located in Jakarta, Pajero Sport/Triton here uses 4D56 (Common-railed and turbo) and I have not seen any 3.2 4M41 Pajero Sport.
4D56/4M40 with the transmission will definitely give ease of maintenance in terms of long term.
At this moment I dont mind swapping to 4D56 or 4M40 but I do worried with the synchronization between ECU and TCU (considering I want to keep the Paj original 5-speed SSII transmission).
I'm more likely to keen on swapping to 6G72 or 6G74 but will definitely make sure what is the technical specs used in both Gen 2 and Gen 3 Paj.
Is there any threads/info for Gen 3 Paj from 4M41 to 6G72/6G74/4M40/4D56?
For the sake of discussion though, I was offered with one of the IP specialist here in Indonesia. They have successfully convert the electronic IP of our 4M41 V78W Paj to a mechanical IP. So far they told me, they've converted 3 units in total and all of them have been running well ever since. What's your thought on this? They haven't told me what they do exactly as on each case are different and of all 3 units they've convert one of them uses VP pump instead of Zexel VRZ pump. It costs approximately US$ 1500 and 2-3 weeks of conversion and breaking in of the converted pump.
Yes to be honest ever since I was kid I grew up with diesel powered 4x4 so getting attached to the Paj is that simple. Plus after all the money, despite frustrated by it, I still admire the comfort of the Paj and as of right now it has clocked 132000 Kms.
I'm located in Jakarta, Pajero Sport/Triton here uses 4D56 (Common-railed and turbo) and I have not seen any 3.2 4M41 Pajero Sport.
4D56/4M40 with the transmission will definitely give ease of maintenance in terms of long term.
At this moment I dont mind swapping to 4D56 or 4M40 but I do worried with the synchronization between ECU and TCU (considering I want to keep the Paj original 5-speed SSII transmission).
I'm more likely to keen on swapping to 6G72 or 6G74 but will definitely make sure what is the technical specs used in both Gen 2 and Gen 3 Paj.
Is there any threads/info for Gen 3 Paj from 4M41 to 6G72/6G74/4M40/4D56?
For the sake of discussion though, I was offered with one of the IP specialist here in Indonesia. They have successfully convert the electronic IP of our 4M41 V78W Paj to a mechanical IP. So far they told me, they've converted 3 units in total and all of them have been running well ever since. What's your thought on this? They haven't told me what they do exactly as on each case are different and of all 3 units they've convert one of them uses VP pump instead of Zexel VRZ pump. It costs approximately US$ 1500 and 2-3 weeks of conversion and breaking in of the converted pump.
Never heard of the pump conversion before.
There is a detailed thread here from someone that went from old 2.5 d to 3.2Did(from gen3) in a Gen1 Pajero while keeping gearbox from Gen 2 Pajero. Electrics was the biggest issue but all the rest was pretty much just bolt on.
Maybe read here
https://www.pajeroclub.co.za/forum/viewtopic.php?t=19
CATS
Sent from my GT-I9500 using Tapatalk
There is a detailed thread here from someone that went from old 2.5 d to 3.2Did(from gen3) in a Gen1 Pajero while keeping gearbox from Gen 2 Pajero. Electrics was the biggest issue but all the rest was pretty much just bolt on.
Maybe read here
https://www.pajeroclub.co.za/forum/viewtopic.php?t=19
CATS
Sent from my GT-I9500 using Tapatalk
2009 Pajero 3.2 DiDc Lwb GLS (Gen4) - Casper (Starting to grow on me)
2001 Pajero 3.2 DiD Lwb GLS Manual (Gen3) - Snoopy (SOLD but not forgotten)
2008 Pajero 3.2 DiDc Lwb GLS Auto (Gen4) - Silvester (SOLD)
2001 Pajero 3.2 DiD Lwb GLS Manual (Gen3) - Snoopy (SOLD but not forgotten)
2008 Pajero 3.2 DiDc Lwb GLS Auto (Gen4) - Silvester (SOLD)
Cheers Cats, will look further into the link you gave me.
And to feed my curiousity, I also will look into the exact technical spec the v6 engines used in Gen 2 and Gen 3 pajeros
And to feed my curiousity, I also will look into the exact technical spec the v6 engines used in Gen 2 and Gen 3 pajeros
Hi Jero
Sorry to hear that you are having problems, especially as with such low kilometres. My baby started giving me hassles on just over 320 000. In retrospect I believe I should have opted for a Lexus V8 transplant, as the accumulated cost of repairs exceed what the transplant would have been. Cats has a point that if you opt for repairs you still have the original motor in, and thus increased re sale value. On the other hand, the 2nd hand Lexus motor, gearbox and ECU is selling at +- $ 1 200. Professionally done, the quotes to do the conversion including the motor is about $ 4 000.
Have been thinking this would have been a better option. And then you have a V8 monster to play with!
Sorry to hear that you are having problems, especially as with such low kilometres. My baby started giving me hassles on just over 320 000. In retrospect I believe I should have opted for a Lexus V8 transplant, as the accumulated cost of repairs exceed what the transplant would have been. Cats has a point that if you opt for repairs you still have the original motor in, and thus increased re sale value. On the other hand, the 2nd hand Lexus motor, gearbox and ECU is selling at +- $ 1 200. Professionally done, the quotes to do the conversion including the motor is about $ 4 000.
Have been thinking this would have been a better option. And then you have a V8 monster to play with!
If you can feel the grass between your toe's, your flying too low!
3.5 GLS F/LIF 1998 Lost to the x wife
3200 Tdi GSL 2001 Written off
3200 Di-D 5Dr A/T 2002 338 000 Sold
3500i A/T 5Dr 2001 Sold
3.2 Di-Dc GLS A/T 2008
3.5 GLS F/LIF 1998 Lost to the x wife
3200 Tdi GSL 2001 Written off
3200 Di-D 5Dr A/T 2002 338 000 Sold
3500i A/T 5Dr 2001 Sold
3.2 Di-Dc GLS A/T 2008