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Diahatsu Hijet Supercharged

Discussion in 'Daihatsu Hi jet' started by Limestone, Jun 28, 2020.

  1. Limestone

    Limestone Well-Known Member

    In 1987, Daihatsu developed a Supercharged version of their 547(550) cc engine, up until 1990, and their 660 cc engine was introduced! The, Supercharged version producing 44 ps/hp. (if you will), compared to approximately 34 ps/hp. Now, understand, these numbers, are approximate and, can change, with rpm's! I find it pretty interesting, that these were produced, I understand on a limited basis, for four yrs. and we don't hear or see much about these! They are almost in the rare category! In 1990, with the 660 ps/hp being introduced @ 40-64 ps/hp the Supercharged version was no longer in production! This being done in Japan, while other parts of the world received 847-1000cc! Being built in South Korea until 1992, by Asia Motors, when Kia took over production of these Kia towners! Without getting off track here, I'm curious about these Turbochargers! Does anyone have any experience with them, and or, are there any out there? They're are a lot more facts and info, about this era, but I was trying to stay on track, and not write a book! Thanks!
    Limestone
     
  2. Jigs-n-fixtures

    Jigs-n-fixtures Well-Known Member

    Limestone, panther place to ask would be the live to dai forum: https://livetodai.com/ if anyone knows about the turbocharged and supercharged versions of the engine some one there will.
     
  3. Limestone

    Limestone Well-Known Member

    Jigs,
    I appreciate that! Someday I might get a wild hair up my backside, and want to either improve the motor that I have in my unit, or possibly replace it with something else! Like I'm always saying, I need another project like I need, yeah you know the rest! I have to keep moving, it's the only way I know!
    Limestone
     
  4. Koffer

    Koffer Active Member

    The daihatsu Atrai van ( the fancy hijet van ) came with a 660EFI,and a turbo
     
  5. Limestone

    Limestone Well-Known Member

    Correct!
     
  6. ttc

    ttc Active Member

    .9 liter from a van in the UK maybe an option
     
  7. Jigs-n-fixtures

    Jigs-n-fixtures Well-Known Member

    The guys at Live to Dai, recommended the 1-liter, (993-cc), version of the three cylinder. It was Rated at about 50% more power, and 60% more torque.
     
  8. ttc

    ttc Active Member

    Does the engine rev out the same as the 660? I have never looked to far into it. But have thought it make great swap being bolt in.
     
  9. Limestone

    Limestone Well-Known Member

    ttc,
    My thoughts exactly, those are some of the things I would like to know! Jigs had a great suggestion, when I get a chance I will log onto the site
    'live to dai"! I'm hoping to find out more their, and who knows, possibly find one!
    Limestone
     
    Last edited: Jul 23, 2020
  10. ttc

    ttc Active Member

    I am member a the UK van forum.
     
  11. ttc

    ttc Active Member

    If the 1 liter would rev to 5 grand and hold it for sustainable times it be good for me I could run taller tire and still do 100 or so on the highway
     
  12. Arkivel

    Arkivel Member

    Are all the Atrai vans turbos?
     
  13. Limestone

    Limestone Well-Known Member

    YES! The Atrai van was offered with a turbo right from the start in September 1992!
     
  14. Jigs-n-fixtures

    Jigs-n-fixtures Well-Known Member

    The 993 is essentially a slightly bored, mostly stroked version of the 660-cc motors. I may not rev as high, but does produce quite bit more torque, and torque is what pushes you down the road.
     
  15. Limestone

    Limestone Well-Known Member

    Exactly! I agree Jigs. That's the whole reason that I brought this up! TORQUE! For me, that's what I'm interested in. I'm not looking for a racer, or something to run on the highway. I've got other vehicles for that.
     
  16. Arkivel

    Arkivel Member

    I just looked up this one for sale. Its a 1996 Atrai. The data plate lists the engine as "EF-GS" which is not Turbo charged and rated at 44 hp. I wish it were easier to determine which Atrai models are turbo and which are not. There is not a lot of documentation in english.

    [​IMG]

    [​IMG]
     
  17. Limestone

    Limestone Well-Known Member

    Ark,
    Do me, and hopefully yourself a favor, and google, Daihatsu Hijet, and then go to Wikipedia, and scroll down to Seventh Generation, and read the 3rd. paragraph down, and educate me! I realize my comprehension level is not as high as others, and that I've been wrong before, but please read all 4 paragraphs, it's pretty interesting! Thanks, looking fore ward to your reply, and I truly hope this helps all of us!
    Limestone
     
  18. Limestone

    Limestone Well-Known Member

    Ark,
    As I read down a little farther under 8th Gen., which is what the 96 Atrai van your talking about is. You are correct, fuel inj., SOHV, 6 valve, 44 hp, EF-ES were standard, and in January 96, automatics received, a Twin Cam, 12-valve carb. version of the EF engine, the EF-GS! I guess the point being is that the TURBO (supercharged) was available for some vehicles, at the start of 87, and several improved versions became available as time went on. I'm assuming, and in retrospect, with some research, a person could find a replacement motor that could work, possibly with some minor adapting. That's where all the research would come in to play.
    Limestone
     
  19. JMM

    JMM Member

    On his Youtube channel, Motocheez has talked about supercharging his S83P. I may be behind, but from the video I watched it sounds like he's got the components and it's just a question of the install.
     
    Limestone likes this.
  20. Limestone

    Limestone Well-Known Member

    Seventh generation (S80, S82, S88, S89)
    Seventh generation (S80, S82, S85, S88, S89)
    [​IMG]
    Seventh generation Daihatsu Hijet Jumbo (S80)
    Overview
    Also called

    Production
    • 1986–1994 (Japan)
    • 1986–1995 (Indonesia)
    • 1992–2002 (South Korea)
    Body and chassis
    Class

    Body style
    Layout
    Powertrain
    Engine

    Transmission 4 or 5-speed manual
    3-speed automatic
    Dimensions
    Wheelbase
    1,800 mm (71 in)
    Length
    • 3,195 mm (126 in)
    • 3,295 mm (130 in)
    Width 1,395 mm (55 in)
    Height 1,825 mm (72 in)
    Chronology
    Successor
    Daihatsu Zebra (S90/S91/S92) (Indonesia)
    The seventh generation Hijet ("S80") was a gradual development of its predecessor, introduced in May 1986.[5] The biggest change was the switch to a more modern three-cylinder engine, the EB, although displacement remained just under 550 cc. It was also built in South Korea since 1992, by Asia Motors, as the "Towner". This version was later badged "Kia Towner", subsequent to Kia's takeover. These vans were only exported to certain markets (such as Malta and Chile), according to the licensing agreement. Beginning in 1992, Piaggio also built this car in Pontedera for European markets as the "Porter", especially to circumvent restrictions on Japanese imports in some markets like Italy. This version has long outlived the original Hijet and is still in production. Unlike the Hijet, the Porter has also been available with a diesel option.

    The Japanese market Hijet continued to also be available in the "Jumbo Cab" configuration, but new was the "Deck Van" - a version of the four-door van with a very short cargo bed in the rear. This version was also sold as the Daihatsu Atrai Deck.[5] Export market Hijets generally received Daihatsu's familiar 993 cc three-cylinder engine, while domestic versions had to make do with 550 cc due to the strict Kei rules. Following new Kei car regulations in early 1990, the Hijet was updated accordingly. As with all its brethren, it gained ten centimetres (3.9 in) in overall length and 110 cc in displacement. This was enough to give it a new chassis code, S82. This version continued in production until being replaced by the eight generation version in 1994.

    In May 1987, a supercharged version with 44 PS (32 kW) appeared in the Hijet truck. This remained available until the introduction of the larger 660 cc engine in March 1990.[28] The supercharger's superior torque at low engine speeds made this a natural application for a truck such as the Hijet. Conversely, the Atrai passenger car version were available with a more powerful turbo engine right from the start. In September 1992, the Hijet and Atrai received a light facelift, including alterations to both interior and exterior, as well as a number of new engines.[29] The van and pick-up, in addition to a new fuel-injected four-valve option, also received strengthened beds and covers.[29]

    An enlarged version of this generation was built in Indonesia as the "Daihatsu Zebra", beginning in 1986, equipped with 1.0-liter 3-cylinder from previous generation. In 1989, this received a 1.3-liter 16-valve HC engine rather than the earlier one-liter unit, and sales doubled year-on-year.[30] The 1298 cc unit produces 72 PS (53 kW) and was coupled to a four-speed manual transmission.[30] The pickup truck version started using the "D130 Jumbo" badge.

    • [​IMG]
      Hijet truck (Japan)

    • [​IMG]
      Hijet light van, rear view (Japan)

    • [​IMG]
      Daihatsu Atrai Cruise 4WD passenger version (Japan)

    • [​IMG]
      The Hijet Deck Van is a pickup version of the van

    • [​IMG]
      2001 Piaggio-built Daihatsu Hijet pickup (UK)

    • [​IMG]
      2002 Piaggio-built Daihatsu Hijet van (UK)

    • [​IMG]
      1994 Asia Towner 800 Cargo

    • [​IMG]
      Daihatsu Zebra Astrea 1.3 (Indonesia)
    Eighth generation (S100, S110, S120, S130)
    Eighth generation (S100, S110, S120, S130)
    [​IMG]
    Daihatsu Hijet Truck 4WD (S110P, Japan)
    Overview
    Also called
    Daihatsu Atrai (van)
    Production January 1994 – January 1999
    Assembly Japan
    Body and chassis
    Class

    Body style
    Layout Front mid-engine, rear-wheel-drive or all wheel drive
    Powertrain
    Engine
    659 cc EF-ES/NS I3 6-valve SOHC
    659 cc EF-TS I3 6-valve SOHC (turbocharger)
    659 cc EF-GS/VE/ZS I3 12-valve DOHC
    659 cc EF-RS I3 12-valve DOHC (turbocharger)
    Transmission 5-speed manual
    3-speed automatic
    Dimensions
    Wheelbase
    1,900 mm (74.8 in)
    Length 3,295 mm (129.7 in)
    Width 1,395 mm (54.9 in)
    Height 1,900 mm (74.8 in)
    The eighth generation Hijet entered the marketplace in January 1994, after having first been shown at the 30th Tokyo Motor Show in October 1993, and continued to be built until replaced by the ninth generation in 1999. "S100" was used for two-wheel drive versions, while four-wheel-drives were coded "S110". The suffix "P" was for trucks, "C" for panel vans, and "V" for glazed vans. The passenger-oriented Atrai received "S120" and "S130" chassis codes. In May the "Hijet EV", a fully electric version of the van, appeared - replacing the EV version of the seventh generation Hijet.[31] A fuel injected, SOHC 6-valve engine with 44 PS (32 kW) (EF-ES) was standard on automatic cars and optional on five-speed manuals, which otherwise received a carburetted version with two horsepower less. From January 1996, automatics received a twin-cam 12-valve carburetted version of the EF engine (EF-GS), still with the same power.

    In 1995, a Hijet EV Truck appeared, complementing the Van version. Appearing in October 1997, the "Hijet is" was a youthful version with sporty design traits, including a blacked out front panel and various body cladding items. "is" stood for "Idol" and "Stylish".

    [​IMG]
    The eighth generation Hijet Cargo
    [​IMG]
    Hijet Double Deck AWD (S110W)
    The new Atrai was focussed more on passenger comfort than earlier generations, and has a three-link independent rear suspension rather than the leaf sprung, live axle of the Hijet. This is why the Atrai has its own chassis numbers (S120/130). The Atrai passenger van was available with more powerful turbocharged engines, such as the SOHC 6-valve EF-TS and the twin-cam, 12-valve EF-RS (from January 1997). Both of these engines nominally remained beneath the 64 PS (47 kW) limit set by Japanese regulators for Kei cars - but with 13.6 percent more torque than the lower tuned single-cam, it was clear to all that the EF-RS had considerably more power than acknowledged. The Turbo SR (and later RT) models received anti-lock brakes as standard. In October 1997, the Atrai Classic appeared; this model has a leather interior and keyless entry, among other equipment improvements.
     
  21. Limestone

    Limestone Well-Known Member

    Above is the info that I was referring to! I probably should have posted this in the beginning of the post! A lot of good interesting info here!
    Limestone
     
  22. Arkivel

    Arkivel Member

    It seems that 8th generation turbo Atrai's are rare. 8th generation Hijet with a turbo seem to be even more rare if they even exist.
     
  23. Limestone

    Limestone Well-Known Member

    Ark,
    I absolutely agree! That was the main reason that I wanted to post that info! Unfortunately Rare! For me,(in a perfect world), I think it would be nice to find a non carbed, Turbocharged, or Supercharged, motor to go in my unit! More torque, less carb. issues, etc...................!!!
    Limestone
     
    Last edited: Aug 3, 2020
  24. Limestone

    Limestone Well-Known Member

    Not to be confused with Supercharger.
    [​IMG]
    Cut-away view of an air foil bearing-supported turbocharger
    A turbocharger, colloquially known as a turbo, is a turbine-driven, forced induction device that increases an internal combustion engine's efficiency and power output by forcing extra compressed air into the combustion chamber.[1][2] This improvement over a naturally aspirated engine's power output is due to the fact that the compressor can force more air—and proportionately more fuel—into the combustion chamber than atmospheric pressure (and for that matter, ram air intakes) alone.

    Turbochargers were originally known as turbosuperchargers when all forced induction devices were classified as superchargers. Today, the term "supercharger" is typically applied only to mechanically driven forced induction devices. The key difference between a turbocharger and a conventional supercharger is that a supercharger is mechanically driven by the engine, often through a belt connected to the crankshaft, whereas a turbocharger is powered by a turbine driven by the engine's exhaust gas. Compared with a mechanically driven supercharger, turbochargers tend to be more efficient, but less responsive. Twincharger refers to an engine with both a supercharger and a turbocharger.

    Manufacturers commonly use turbochargers in truck, car, train, aircraft, and construction-equipment engines. They are most often used with Otto cycle and Diesel cycle internal combustion engines.

    Contents
    History
    Forced induction dates back to the late 19th century, when Gottlieb Daimler patented the technique of using a gear-driven pump to force air into an internal combustion engine in 1885.[3]

    The 1905[4] patent by Alfred Büchi, a Swiss engineer working at Gebrüder Sulzer (now simply called Sulzer) is often considered the birth of the turbocharger.[5][6] This patent was for a compound radial engine with an exhaust-driven axial flow turbine and compressor mounted on a common shaft.[7][8] The first prototype was finished in 1915 with the aim of overcoming the power loss experienced by aircraft engines due to the decreased density of air at high altitudes.[9][10] However, the prototype was not reliable and did not reach production.[9] Another early patent for turbochargers was applied for in 1916 by French steam turbine inventor Auguste Rateau, for their intended use on the Renault engines used by French fighter planes.[7][11] Separately, 1917 testing by the American National Advisory Committee for Aeronautics and Sanford Alexander Moss showed that a turbocharger could enable an engine to avoid any power loss (compared with the power produced at sea level) at an altitude of up to 4,250 m (13,944 ft) above sea level.[7] The testing was conducted at Pikes Peak in the United States using the V12 Liberty aircraft engine.[11]

    The first commercial application of a turbocharger was in 1925, when Alfred Büchi successfully installed turbochargers on ten-cylinder diesel engines, increasing the power output from 1,300 to 1,860 kilowatts (1,750 to 2,500 hp).[12][13][14] This engine was used by the German Ministry of Transport for two large passenger ships called the "Preussen" and "Hansestadt Danzig". The design was licensed to several manufacturers and turbochargers began to be used in marine, railcar and large stationary applications.[10]

    Turbochargers were used on several aircraft engines during World War II, beginning with the Boeing B-17 Flying Fortress in 1938, which used turbochargers produced by General Electric.[7][15] Other early turbocharged airplanes included the B-24 Liberator, P-38 Lightning, P-47 Thunderbolt and the experimental Focke-Wulf Fw 190 prototypes.

    Automobile and truck manufacturers began research into turbocharged engines during the 1950s, however the problems of "turbo lag" and the bulky size of the turbocharger were not able to be solved at the time.[5][10] The first turbocharged cars were the short-lived Chevrolet Corvair Monza and the Oldsmobile Jetfire, introduced in 1962.[16] Following the 1973 oil crisis and the 1977 Clean Air Act amendments, turbocharging became more common in automobiles, as a method to reduce fuel consumption and exhaust emissions.[7]

    Turbocharging versus supercharging
    Main article: Supercharger
    In contrast to turbochargers, superchargers are mechanically driven by the engine.[17] Belts, chains, shafts, and gears are common methods of powering a supercharger, placing a mechanical load on the engine.[18][19] For example, on the single-stage single-speed supercharged Rolls-Royce Merlin engine, the supercharger uses about 150 hp (110 kW). Yet the benefits outweigh the costs; for the 150 hp (110 kW) to drive the supercharger the engine generates an additional 400 hp (300 kW), a net gain of 250 hp (190 kW). This is where the principal disadvantage of a supercharger becomes apparent; the engine must withstand the net power output of the engine plus the power to drive the supercharger.

    Another disadvantage of some superchargers is lower adiabatic efficiency when compared with turbochargers (especially Roots-type superchargers). Adiabatic efficiency is a measure of a compressor's ability to compress air without adding excess heat to that air. Even under ideal conditions, the compression process always results in elevated output temperature; however, more efficient compressors produce less excess heat. Roots superchargers impart significantly more heat to the air than turbochargers. Thus, for a given volume and pressure of air, the turbocharged air is cooler, and as a result denser, containing more oxygen molecules, and therefore more potential power than the supercharged air. In practical application the disparity between the two can be dramatic, with turbochargers often producing 15% to 30% more power based solely on the differences in adiabatic efficiency (however, due to heat transfer from the hot exhaust, considerable heating does occur).

    By comparison, a turbocharger does not place a direct mechanical load on the engine, although turbochargers place exhaust back pressure on engines, increasing pumping losses.[17] This is more efficient because while the increased back pressure taxes the piston exhaust stroke, much of the energy driving the turbine is provided by the still-expanding exhaust gas that would otherwise be wasted as heat through the tailpipe. In contrast to supercharging, the primary disadvantage of turbocharging is what is referred to as "lag" or "spool time". This is the time between the demand for an increase in power (the throttle being opened) and the turbocharger(s) providing increased intake pressure, and hence increased power.

    Throttle lag occurs because turbochargers rely on the buildup of exhaust gas pressure to drive the turbine. In variable output systems such as automobile engines, exhaust gas pressure at idle, low engine speeds, or low throttle is usually insufficient to drive the turbine. Only when the engine reaches sufficient speed does the turbine section start to spool up, or spin fast enough to produce intake pressure above atmospheric pressure.

    A combination of an exhaust-driven turbocharger and an engine-driven supercharger can mitigate the weaknesses of both.[20] This technique is called twincharging.

    In the case of Electro-Motive Diesel's two-stroke engines, the mechanically assisted turbocharger is not specifically a twincharger, as the engine uses the mechanical assistance to charge air only at lower engine speeds and startup. Once above notch # 5, the engine uses true turbocharging. This differs from a turbocharger that uses the compressor section of the turbo-compressor only during starting and, as a two-stroke engines cannot naturally aspirate, and, according to SAE definitions, a two-stroke engine with a mechanically assisted compressor during idle and low throttle is considered naturally aspirated.
     
  25. MetroMadness

    MetroMadness New Member

    We have a Asia Kia Towner truck. In the information you provided, it shows that our truck is equivalent to the Diahatsu Hijet. My parts guy said they are not equivalent. We are trying to get this thing running so any help we can get on parts and those that are equivalent will help immensely. We rebuilt the carburetor using a diahatsu hijet kit and the parts looked the same as the ones we removed. However now the truck runs for about 5-10 seconds and then dies. Our ignition switch is hanging from the steering shaft but still works. We have jumpered the fuel pump, to the battery, thinking there might be a relationship between the ignition switch and pump. Does anyone know how to adjust the carburetor if the engine has not had time to warm up? Any help would be greatly appreciated.
     
  26. Jigs-n-fixtures

    Jigs-n-fixtures Well-Known Member

    Start by backing off the choke. Couple of questions first:

    how did you set the float level? It should be parallel to the top plate of the carb when you hold it upside down.

    Start with the idle needle two turns out.

    I think your Kia, while based on the Hijet, and having pretty much the same body, has a larger engine based on the same block. The Japanese Domestic Market trucks were limited to 660-cc displacement EF series motors, because they are a Kei class vehicle. The versions produced and sold outside of Japan typically had the 833(EG) or 993-cc (EH) motors built on the same block. So while there is quite a bit of interchange between the trucks, some engine parts will be different.
     
  27. fairmountvewe

    fairmountvewe New Member

    Limestone;

    Didn't Arctic Cat have a 660 turbo snowmobile in the mid 90s? I wonder if that could be a potential source for your upgrade.
     
  28. Limestone

    Limestone Well-Known Member

    fair,
    I think that could be a potential candidate! A few have gone that route. I do have a few other options, in mind, that will come out in future discussions. Right now, it's running so good, I'm not going to mess with it! Mainly because I'm involved in a few other projects, and there's a few other things that I want to do with it! I will update, here, in the future when and if I do! You never know when the right pieces parts come available, to kick start things! Thanks for the comments!
    Limestone
     
  29. trey33088

    trey33088 New Member

    I happen to have one of these S/C Hijets. Unfortunately, it ran lean, bent a valve, and melted the combustion chambers... my fault, really. I daily drove this for over 2 years all around to and on the highway to work. 20 miles or so below 45mph, the other 20 miles at 60-70mph. Developed a bit of an issue with idling due to a vacuum leak, so I replaced all the rubber hoses with silicone, and that helped a bit. Getting the carb tuned just right was always a bit of a PITA. Eventually got it to idle smooth at about 900 rpm, anything less and it wasn't very happy. Also switched to a MSD ignition and coil, which worked wonders for torque at higher rpm. Happy to answer any questions. Link to my photos album:
    https://photos.app.goo.gl/Di56JHChbss1Way46
     
  30. Mini_hijet

    Mini_hijet Member

    Where did it go?? Where are you located?
     

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