Designed to be a reliable workhorse (not a race car), this high flowed/ high quality turbocharger kit is perfect for the Australian 4×4 market, making them the most popular kit and excellent value for money!
Turbochargers come pre-set at 11psi, we recommend running 15psi via the use of a boost T controller.
Assembled, balanced and tested in house.
What is left to do after installation?
All that is required is to connect the exhaust system to the turbocharger and tune! We recommend running 15psi via the use of a boost T controller.
Bolt on exhaust systems are readily available form many suppliers. As this turbocharger is the same bolt pattern and same location as the factory 1hd model Landcruiser’s. If you have a HZJ80 series, any 3″ 1HDT exhaust system will fit straight on. For custom exhausts for this kit, please check with your local exhaust shop.
What power increase can I expect?
Usually around 70-80% increase in power and torque (non-intercooled) with a safe tune.
Billet compressor Wheel
This 6+6 billet compressor wheel has been designed to increase efficiency and mass flow over the standard Toyota CT26 wheel (cast 5+5), improving performance and power potential substantially. The blades thickness is designed to be extra strong, durable, and less prone to breakage.
JBTurbo compressor cover
Precision machined and manufactured from annealed cast aluminium, this compressor has passed all burst containment tests for customer safety. It features the upgraded use of bolts and heavy duty washers for a strong connection to the bearing housing (rather than the factory Toyota CT26 circlip type that is a known issue).
Journal Bearing system
A strong full 10mm shaft thickness, full floating journal bearing systems is used. This type of bearing system requires high oil flow for both cooling and bearing film thickness making it one of the most reliable systems for passenger vehicle’s. Water cooling is optional but not required.
Custom manufactured oil feed/ return fitting
Available to only Eclipse Turbo Systems, this fitting is a robust and very reliable way to supply and return the oil from the turbocharger CHRA. Made from billet aluminium, this proven system features a no leak 4an fitting and 20mm press fit oil return barb.
Custom manufactured sandwich plate
The custom made aluminium sandwich plate fits between oil cooler and the oil filter sealed via a Viton O-ring, supplying fresh clean oil at the correct pressures to the turbocharger. Featuring a stainless steel female to male adaptor.
Stainless steel braided oil line
This is the more flexible and durable than the PTFE type, as the PTFE when bent can kink the inner plastic tube causing a restriction in oil flow.
Stainless steel oil return sump fitting (press fit)
After the sump has been “spiked” and surface cleaned, simply add the supplied RTV silicone and “knock” into the sump hole. Machined barbs hold the fitting in place until the gasket has dried to form a tough seal.
NBR oil return hose
This connects from the turbocharger to the oil return fitting in the sump completing the oil drain system. This is to be trimmed to the correct size as the fitting location in the sump can vary by each installer.
NBR airbox to turbo/ turbo to cross over pipe hoses
These custom made parts allow for the correct sizes and angles to make installation a breeze. The Airbox to turbocharger hose is sleeved to ensure the hose can not suck closed due to high vacuum, and can be trimmed to suit all needs.
Eclipse split pulse manifold
Manufactured from high grade ductile cast iron, these castings are smooth! Design to be a “multi-fit” between all Landcruiser 4.2 models they have exceeded all turbodiesel manifold thermal requirements. Coated with high temperature ceramic thermal coating (Matt Black) to help reduce thermal losses and lower engine bay temperatures, and very aesthetically pleasing. A boss has been cast into the manifold for those wanting to run pre-turbo EGT (Exhaust Gas Temperature) probes, but does not come tapped.
- WHAT BOOST PRESSURE WILL THIS TURBO RUN?
The waste gate is set to 11psi, the same as a factory 1HDT turbocharger. By using a T-Boost controller it can be safely turned up to 15psi maximum and what we strongly recommend.
- WHAT OTHER ITEMS WILL I NEED AFTER INSTALLATION?
You will need to connect the turbo to the exhaust, and tune.
- CAN YOU OFFER INSTALLATION AND TUNE?
Yes, we can install and tune – inhouse.
- DO I NEED TO UPGRADE MY CLUTCH?
It depends on the condition of the clutch. The torque delivery is very smooth and in most cases from past experience the factory clutch is usually fine.
- WILL MY 1HZ BE JUST AS RELIABLE AFTER INSTALLING A TURBOCHARGER?
Yes. Providing your engine is in good condition, you keep up regular maintenance and oil changes while staying within our guide lines for tuning and boost pressure.
- WILL MY ENGINE USE MORE FUEL?
This will depend on the injector pumps condition and tune after turbocharger installation, as well as other factors that can influence fuel economy. Fuel economy is usually the same or better, as you will use less throttle position now that the engine is making more torque/ power.
- WILL MY 1HZ ENGINE NEED TO BE REBUILT IN ORDER TO RUN THIS TURBO?
No, the turbocharger and tune has been designed to work in with the factory internals. In most cases aftermarket rebuild kits are inferior to the standard 1hz components.
- WILL THIS SHORTEN THE LIFE SPAN OF MY ENGINE?
This is very hard to answer. There is no real evidence to suggest either way. If your 1HZ engine already has a underlying problem, then turbocharging will just make this problem more prevalent. Turbocharged 1HZ engines when done correctly can last just as long as a non turbocharged engine. Tuning, oil quality and cooling system will also influence this factor.
- CAN I INSTALL THIS TURBOCHARGER MYSELF?
Absolutely, if you have the tools, knowledge and mechanical capability. But please be advised that damage to turbochargers during installation will not be covered under warranty.
- CAN I TUNE THE ENGINE MYSELF?
No, tuning will require specialised equipment and needs to be completed by an experienced tuner. Tuned to 22:1 AFR (Air Fuel Ratio)
- WILL THIS CAUSE MY ENGINE TO OVERHEAT?
A turbocharger increases the air density going into the engine and help to cool the engine by leaning out the ratio of air to fuel (AFR = Air Fuel Ratio). Running too much fuel from incorrect tune, or an insufficient cooling system can be a cause of overheating. In regards to EGT (Exhaust Gas Temperature) the standard 1hz engine discharge temperature is very close to same temperature output after turbocharging.
- HOW RELIABLE IS THIS TURBOCHARGER?
Very reliable. Manufactured from high quality parts, assembled in house, shaft and VSR high speed balanced to the industry standard of 1g and tested at full operating speed and pressures to check for any leaks or issues.
- WHAT SERVICING WILL MY TURBOCHARGER REQUIRE?
Regular 10 000km oil changes, check the lines for leaks or blockages and injector pump/ injector service or replacement.
- WILL I NEED TO CHANGE MY EXHAUST FROM 2.5″?
Yes, it is very well advised to run a 3″ mandrel exhaust with your 4.2 litre turbo diesel engine.
- WILL I NEED TO UPGRADE MY FACTORY AIRBOX?
It is not 100% required. But a better flowing airbox will increase throttle response, reduce back pressure and help with fuel economy.
- DO I NEED TO RUN WATER WITH THIS TURBOCHARGER?
This is not required. A journal bearing’s design uses a large flow of oil for both cooling and lubrication. They do come with the water ports if you choose to add water cooling.
- ONLY 1 SIDE OF THE WATER GALLERY HAS A BLANKING PLATE AND THE OTHER SIDE IS OPEN. IS THIS NORMAL?
Yes, one side is blocked but the other remains open to help vent hot air from the CHRA. This is where the factor water inlet/ outlet is installed. No dirt, mud or water can harm the turbocharger if it goes in this port.
- CAN I TWIST THE COMPRESSOR COVER TO SUIT A CUSTOM CROSS OVER PIPE/ INTERCOOLER?
No, by twisting the compressor cover it can bind the actuators operation, holding it shut and cause the turbocharger to over spin.
- WILL I NEED TO UPGRADE MY INJECTOR PUMP?
No, this turbocharger is designed to run and work within the factory 10mm injector pump’s limit. If the injector pump is worn, performance and economy will suffer, along with injector condition.
- MY 1HZ ENGINE HAS HIGH KILOMETRES, WILL IT BE ALRIGHT TO TURBOCHARGE?
Yes, although if the engines compression is low, pump or injectors are very warn then the performance will not be as good.
- DO I NEED TO INTERCOOL MY ENGINE?
It is optional but not 100% required. The engine will only make power relative to the amount of fuel being supplied by the injector pump. This turbocharger produces enough air density to reach close to the limit of the stock injector pump, so adding an intercooler will see small gains – but will lean the engine out and run much cooler. If adding an intercooler, we recommend FRONT MOUNT as top mounts can heat soak and cause engine overheating issues than can result in damage.
- I HAVE OIL COMING PAST MY SEALS INTO MY COMPRESSOR/ TURBINE, IS MY TURBOCHARGER DAMAGED?
No, this is usually caused by high crank case pressure hindering the oils ability to leave the CHRA. The pressure will continue to build until the pressure forces the oil past the stainless steel compression seals. Firstly please check that you have installed to kit correctly and have removed the hose that goes from the cross over pipe to the engines rocker cover breather (this must be capped off or you are pressurizing the crank). Secondly, the use of an insufficient catch can will also increase the crank case pressure and cause this issue. We ONLY recommend Provent 200 for this use.
- THERE IS PLAY IN MY SHAFT ON MY NEW TURBO, IS IT DAMAGED?
No, it is perfectly normal. Journal bearings float on a thin layer of oil. The axial movement of the shaft can only be checked once the oil is present and pressurised.
- WHAT PRE-TURBO PRECAUTIONS SHOULD I TAKE BEFORE TURBOCHARGING?
One of the number one things we suggest is to get your injectors reconditioned, it is cheap to do and ensures correct atomisation and volume. The standard health checks of compression test and cooling system flush is recommended. Oil and filter must be changed when installing this turbocharger kit.
- Eclipse split pulse exhaust manifold
- High Flowed JBTurbo (J3) CT26 turbocharger
- Airbox to turbocharger silicone hose (with clamps)
- Turbocharger to crossover pipe silicone hose (with T-bolts)
- 1HZ oil sandwich plate (with stainless steel female to male adaptor fitting)
- Braided stainless steel oil feed line
- Oil feed/ return fitting on turbocharger
- NBR oil return hose (with clamps)
- Stainless steel oil return sump fitting (with sump spike – not pictured)
- Cross over pipe PCV cap (with clamp)
- Turbocharger to exhaust manifold metal gasket
- 4x exhaust manifold bolts
- Dump pipe metal gasket
- Dump pipe studs and nuts
- 12x manifold nuts
- RTV high temperature silicone gasket (black)
- (Note: this does not come with head to manifold gasket or studs. EGR models will require a blanking plate when using the factory cross over pipe)
- Toyota Landcuiser 75/78/79 and 80 Series
- The turbocharger is a JBTurbo High Flowed CT26 base the same as the factory turbocharged 1HDT landcruiser engine.
- If you have a HZJ80 series, a factory 3″ exhaust system will fit straight on, the turbocharger is the same bolt pattern as the factory turbocharger, and in the same factory location.
- HZJ75, HZJ79, HZJ105 models will require an exhaust shop to connect. Some exhaust system companies already make a Turbocharger exhaust for these models but please check with your local exhaust shop.