Toyota produced the first variant of 1VD in year 2007. It is a 32-Valve DOHC, with Common Rail fuel injection and either one or two Variable-geometry turbochargers. Diesels do not have an ignition system to light the compressed fuel mixture in the combustion chamber. The air cooler is a bonnet-mounted scoop. When the car is moving forward, it is at a greater pressure than the air in the engine bay. This allows the air to flow through the intercooler. This takes away the heat of turbo.
Instead, it relies on a high compression ratio (the ratio the piston compresses the air/fuel mixture in the combustion chamber and cylinder) to get the air hot enough to ignite it.
Petrol engines typically have a compression ratio of around 10:1, whereas 20:1 is nothing unusual in a diesel engine. In the case of Toyota’s V8, it’s 16.8:1, and the higher the compression ratio, the more efficient the engine is. The cylinder block of 1VD-FTV is cast in Graphite Iron. To minimise viration, the base of the cylinder block has stiffening plates.
The turbo chargers are 2 in number with low inertia RHV4 turbochargers having variable nozzle vanes. The Ecm controls the nozzle vane positions via DC motors to obtain turbocarger pressure best suiting engine conditions.
Fuel supply is HP4 fuel pump which consists of inner cam. It is a common rail D4D direct injection system with almost 600NM torque at stock. We have tuned few 1VD Landcruiser vehicles for better performance. This current vehicle is a bullet proof TAG6 standard and requires better performance due to increase in weight.