13501-17010 Auto LAND CRUISER 1HZ HZJ79 HZJ75

The 13501-17010 engine is an OEM-spec replacement engine for auto land cruiser 1hz hzj79 hzj75 – tosen auto. TOSEN AUTO supplies it as a factory-built unit and 100% inspected before dispatch, ready to install. This page gives you the full specification, compatibility, failure symptoms, installation notes and maintenance guidance so you can confirm fitment and source with confidence — no marketing fluff, only the technical facts you need to make a buying decision.

Confirm fitment by the OEM part number and the engine code, not by the vehicle model alone. The same vehicle platform often runs several engine codes over its production life, each requiring a different engine. Cross-check the OEM number stamped on your original part before ordering — ordering by model name is the single most common cause of receiving a wrong part. If you are unsure, send us the OEM number and engine code and we will confirm fitment before you commit.

A long block includes the cylinder head and valvetrain assembled to the block; a short block is the block, rotating assembly and timing cover only. Most replacement engines sold to workshops are long blocks, because the head work is the labour-intensive part and a pre-assembled long block minimises install time. The rotating assembly must be balanced, the cylinder bores honed to the correct piston grade, and the timing components renewed — reusing a tired head or old timing set on a fresh block is the most common cause of an early warranty return.

This engine is supplied as a factory-remanufactured or brand-new long block, depending on the listing. The block is pressure-tested, the cylinders are honed or bored to the correct piston grade, and the rotating assembly is balanced. The cylinder head is crack-tested and rebuilt with new valve stem seals, and the timing components (belt or chain, tensioner, gears) are renewed. Every engine is compression-tested and leak-down tested before dispatch. We do not sell untested used engines — every unit has a documented test sheet.

• Low compression across cylinders — worn rings or cylinders; a rebuild or replacement is cheaper than repeated repairs.
• Knocking from the bottom end — rod or main bearing failure; continuing to run destroys the block.
• Excessive blow-by — ring seal gone; the crankcase pressurises and pushes oil past every seal.
• Repeated overheating — a warped head or cracked block; stop driving before the block is scrap.
• Metal in the oil — bearing or piston material; the engine is on borrowed time.

1. Transfer the intake and exhaust manifolds, starter, alternator and accessories from the old engine — confirm what’s included in the listing first.
2. Replace the rear main seal and front crank seal while the engine is out — cheap insurance.
3. Flush the radiator and replace the thermostat — debris from the failed engine will damage the new one.
4. Prime oil pressure before start-up; fill the oil filter and crank with fuel cut until pressure shows.
5. Follow the break-in procedure — vary the RPM and avoid heavy loads for the first 1,000 km.

The life of a replacement engine is decided in its first 1,000 km and its first ten oil changes. Follow the break-in (vary RPM, avoid heavy load), use the correct oil grade at the correct interval, and replace the oil filter every change. Keep the cooling system healthy — a single overheat can take out the new head gasket. Address any unusual noise or low oil pressure immediately; a fresh engine gives plenty of warning before a major failure.

This engine is used as a direct replacement for a failed original — after a bearing failure, a cracked block, a major overheating event, or a high-mileage unit that no longer holds compression. It is the standard choice for fleet operators, workshops and exporters who need a turnkey long block rather than a component-level rebuild. Common scenarios: a commercial van that has thrown a rod; a 4×4 that has overheated and warped the head beyond rescue; a used-vehicle exporter who needs a tested engine to make a vehicle sale-ready. The old engine’s manifolds, accessories and ECU transfer across.

Every engine is compression-tested and leak-down tested before dispatch, with a documented test sheet per unit. The block is pressure-tested; the cylinders are honed to the correct piston grade; the rotating assembly is balanced; the head is crack-tested and rebuilt with new valve stem seals; and the timing components are renewed. Oil pressure, compression per cylinder and leak-down are all recorded. We do not ship an untested engine — every unit has a serial-matched test report.

• OEM-spec build — correct geometry, tolerances and material for the 13501-17010 application, not a generic part.
• 100% inspected (runout, tolerance, finish) before dispatch.
• Factory-direct B2B pricing from TOSEN AUTO; sample orders accepted for qualification.
• Flexible MOQ and export packaging for overseas distributors.