Core size: 675x300x76. Thats over 5.8 x greater surface area than the HDJ100 factory core, is thicker and better placed for increased cooling.

Fits with all bull-bar and winch designs as the core sits back close to the condenser.

Will fit a 100 series HDj100 with no modifications to the air conditioning system. If you have a 105 and would like to fit the large core, then the hose and piping from the condenser to the compressor needs to be replaced with the recessed HDJ100 pipe, or purchase a one piece replacement from us.

Intercooler pipes: 2.5” stainless steel with heavy duty silicon joiners. Silicon selection now simplified with no silicon in front of the front panel.

High torque stainless steel clamps.

The moulded end tanks with rear facing outlets have enabled a bigger core, then we pushed it back as far as possible to increase the draw through from the engine cooling fan. With the outlets being rear facing, the stainless steel pipes are connected to the intercooler with straight silicon.

During testing we have seen this maintain intake temps to 4-7degC above ambient temperature for normal around town driving.

When under load (on the highway towing a heavy trailer) running a steady 15-18psi with 150degC the intake temps sat 15deg above ambient. On a 20degC the intake temps got up to 35deg - you’ll have to trust us, but that’s really impressive.

For HZJ105 running the 1HZ engine we suggest our smaller core (645x240x65) to reduce the heat loading on the radiator. While it is not as effective as our larger core, most 1HZ aren’t pushed too hard and this core will easily cater for almost all turbo 1HZ builds. This core is designed to fit around the condenser pipe.

Air can be felt strongly pulling through the intercooler 50-80mm in front of the core, while idling on startup. To continue to have the air being pulled through while engine temps are low (and the fan hub normally free wheels) some extra fluid can be added to the viscous coupling.

The early 100 series didn’t have any power steering cooler pipes out front and most owners leave it like that. If you have or want to maintain the power steering pipe cooler this need to be routed through the opening for the passenger side headlight.

A crossover delete option is available (extra $150) for the 1HD-FTE.

All 1HZ / 1HD-T / 1HD-FT are crossover delete design as standard and has no extra fee.

CROSSOVER DELETE OPTION

For the 1HDFTE, PDI give the option of leaving the crossover in place (with the EGR valve) or a cast alloy adapter onto the inlet manifold for all of the cruiser models (80/75/79100/105). If you would like the crossover delete please CLICK HERE and add to you cart.
The 1HDFTE in our HDJ79 ute has the crossover in place and has 311rwkw and 1000nm (at the wheels). I’m sure there is a point where air flow is better without the crossover but I don’t believe we are there yet. 
Leaving the crossover in place is good for:
1. Legally it has to be there since the EGR valve is in the crossover - you can still stop EGR gas flow with the valve in place. 
2. No more power is made by removing the crossover (for most people)
3. Smooth shutdown is possible with the crossover and butterfly in place. 
4. If the engine ever runs on its own fumes (and I’ve seen two FTEs do that) then turning off the key turns off the engine. 
5. If it’s the late model with electronic butterfly then it must remain plugged in to the harness. 
6. If you need to pass a pit inspection the crossover must be fitted.

AUTOMATIC TRANSMISSION COOLER

The transmission coolers available to fit with our kits are the best we could find and we give the option of two versions for the 100/105 series. The standard one is the same as is used in the 80 series kits and we get reports that transmission temps have dropped after fitting our intercooler and trans cooler. As well as the trans cooler being very good we also expect the transmission can hold the gear for longer and stay in lock-up, which reduces heat being made.

From the pictures you can see we have chosen to have them in front of the intercooler. The auto cooler bracket has six options with three different positions for either of the two transmission coolers. We recommend having them in the lower position to prevent heat transfer into the intercooler but if other items such as winches are fitted it would be good idea to have the transmission cooler lifted up for better cooling.

HD Transcooler Option.

PLATES DESIGN DIMENSIONS HEAT DISSIPATION RATING

13 plate Stacked Plate 560mm x 215mm x 32mm 45,000BTU

This is the best cooler we have ever seen and does an exceptional job at dropping transmission temperatures. A number of years ago, a friend needed massive cooling for his offroad race vehicle, which was auto and running a high powered FTE engine - in my 1 ride in this vehicle out the back of “the pines”, as well as being fast in and out of the corners, I just thought how hard he was on the transmission. He asked for a large (550x300x76mm) bar and plate intercooler, which he sealed the outlets and ran transmission fluid through it. After a few races he decided he needed more cooling so we supplied the 45,000BTU transmission cooler above, which he claimed made a big difference. A couple years later, he reported that at some point, due to mounting and the weight of the fluid filled intercooler it formed a crack, so he had to bypass it during a race and it made no difference to the overall cooling as the properly designed and suitably sized stacked plate core did such a good job. At that point the much larger bar and plate cooler was never refitted.

The ideal operating temperature for automatic transmission fluid is somewhere between 80 and 110 degrees C. Here’s what can happen above this range:

• At approximately 115 degrees C, important additives begin to cook in the automatic transmission fluid (ATF). The result is the formation of varnish inside the transmission.

• At approximately 125 degrees C, internal transmission seals, which are often manufactured from a polyacrylate material, begin to harden. The end results are internal and external leaks as the the seals lose their elasticity.

• At approximately 145 degrees C, transmission clutch plates begin to slip because the oil is breaking down further.

• At approximately 160 degrees C, seals and clutches effectively burn out. Carbon forms in the oil and your effectively killed the transmission. Often, a transmission will die within a few thousand km after experiencing 150-plus degree heat.

It is worth noting that the AT temp warning light on a 4 speed auto Landcruiser came on at 150degC and that generally means you are well beyond a safe temperature.

EGT Gauge.

If you plan to install an EGT probe, we recommend doing this into the dump pipe after the turbo. Recently we have decided to stock a budget EGT probe system that uses a Class A probe with 2m long lead and digital display making it easy to read and mount. We have another option in green that has a smaller thread for mounting into intake air temps if you wish to see how you system is performing. These can be purchased HERE