So far I've figured out the timing part of the equation.. just need to add fuel to match what the electronic pump was delivering. That's slated for this weekend.. now that the truck is officially for sale, and some of my other commitments have lightened up so that I have time to mess with it.
Cruise isn't working, because the actuator isn't installed. I'd need to figure out how to get the cruise actuator cable to pull on the throttle linkage cam, and I don't have much in the way of fabrication resources available in the new city I've moved to. Otherwise the wiring and "brain" are still there, and worked fine before the mechanical pump swap.
I'm pretty sure a winch bumper would work well with the IC, though anything with a closed top plate (IE: ARB, or most plate steel bumpers) that follows the profile of the original bumper would probably need trimming. Tube, on the other hand, usually is open on top so it would bolt right up. Basically it comes down to the bumper. Even if you did need trimming, it should be pretty easy stuff. I did all the trimming of the factory bumper with a sawzall & a coping saw + fine pitch metal blade. No flames/torches necessary.
engine oil change approx 1k ago (5k between changes is my interval with this oil)
new transmission & transfer case oil ~5k ago
both diffs got new fluid ~12k ago
All tires show some slight dry rot but have a ton of tread
It got all new brake fluid when I did the swap, but beyond that I haven't messed with the brakes. IIRC the fronts have 1/3 left, and the rears somewhere around half.
OEM toyota coolant should be good for a long time...
Anything else I'm missing?
Honestly aside from simply being unfamiliar with this actual engine, it shouldn't be any harder to work on than any other toyota. They sold this engine in this chassis everywhere else in the world, so a lot of the swap bolted in. I had to extend the harness across the engine bay, but the plugs themselves would have physically plugged right into the chassis harness after swapping pins around. I took things further and installed the JDM fuse block, but my thinking behind this was to get it to match the KZN130 wiring diagrams so that I could troubleshoot any problems that came up in the future with already published documents. The mechanical pump was sourced from overseas, but that whole situation was a bit of a paradox. The pump that came on the engine was super-rare in the US and lots of shops wouldn't even look at it, were I to need help. Plus, diagnosing issues with it was nearly impossible with Denso's pathetic engine management.. especially by the Bosch standards I'm used to on TDIs. By importing and installing an overseas pump never sold here, but that happens to be exactly like the pump sold on thousands of cummins and other diesel engines prolific in this country, any shop can work on it and usually stocks parts for it. Plus, diagnostics/repair/adjustments can be done with a little reading + a wrench and a screwdriver.
Things like Factory Service Manuals and wiring diagrams are easily available online.. though I'd be happy to provide those with the vehicle, as well as any notes I have.
One thing that is worth knowing about me.. I'm a little OCD about my vehicles being as "factory" as possible, within reasonable limits.. Toyota pays engineers a TON of money to make these things work well for a long time and not have many warranty issues.. or at least they did back when this thing was built. I'm not going to try to reinvent the wheel when it rolls just fine. A benefit of this mentality is most of the available documentation and parts network out there (there is a lot on this engine/chassis) applies to my rig really well.
So no, I don't think it would be a nightmare at all for anyone seriously looking at buying a truck with a diesel swapped in. Basic maintenance along the lines of what someone not mechanically inclined would be capable of would be no different with this engine than any other 4runner.. aside from having to change the fuel filter every other oil change. Beyond that, anyone versed in toyotas, or cars in general, would be able to jump right in.
And to take that a step further.. this thing has purposely been built for reliability and simplicity (mechanical pump, 5spd trans, non-electronic transfer case), which makes it easier for any local mechanic to accomplish things than if it had the rare engine management and transmission setup I started with.
Anyway.. thanks for the great questions, and let me know if you have any more.
1994 Toyota 4runner 4x4 - 3liter 1KZ-TE Turbodiesel, "Turbo" R151F, RF1A case, FMIC, 3.73s, Torque like whoa
2000 Jetta TDI - 5spd swap. Hello, 50mpg!