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712532 : Chevy V8 to the 1974-80 Land Cruiser FJ40, H42 4 speed transmission, adapter bellhousing. (#712532)

712532 : Chevy V8 to the 1974-80 Land Cruiser FJ40, H42 4 speed transmission, adapter bellhousing.

Advance Adapter

The Advance Adapters bell housing kit is used to adapt the GM V6 & V8 engines to the Toyota Landcruiser FJ40 / FJ55 4 speed manual transmission. The bellhousing is manufactured from strong 356 T-6 heat treated aluminum alloy. Included in the bell housing kit you will receive an aluminum bellhousing, universal dust cover, pilot bushing, clutch release bearing, fastening hardware and adapter instructions.

Note: When using our bellhousing, the original ball pivot, release arm, release bearing collar, slave cylinder, and inspection cover must be retained.

Transmission

This adapter bellhousing kit is used exclusively with the 1974-80, H42 4 speed transmission. The H42 is a heavy duty 4 speed transmission and is capable of handling most V8 power.

Required Options

P/N CF165473S 11” Pressure Plate

P/N 383735 11” Clutch Disc

Land Cruiser vehicles were manufactured in numerous configurations, having thousands of different model classifications. These numerous classifications came about from the various countries that the Land Cruiser was exported to. This section of the manual mainly deals with Land Cruisers found here is the United States and some vehicle found in Canada. Some of the major differences between the different model classifications are the body types and stock engine options. For instant, the stock drivetrain on a FJ40 and a BJ40 are basically the same with reference to the transmission and transfer case; however, the F in FJ designates a gas in-line 6 cylinder engine and the B in BJ designates a diesel 4 cylinder engine. The information listed below was put together as accurate as possible. We recommend that you verify your drivetrain components and vehicle type before ordering conversion components. There are a couple of models that we have left out due to the low production number of these vehicles or if the vehicle model has not been a popular application for doing a conversion.

A. FJ25 (1958-59): This early Land Cruiser came equipped with a 4 speed transmission and a single speed transfer case. There are no adapters available for this model transmission or transfer case. The engine found in the FJ25 is the in-line 6 cylinder “F” motor. This vehicle looks like a FJ40 but it had no front turn signals on the fenders.

B. FJ40 (1960-63) (J30) 3 Speed Transmission: This transmission is very similar to the 3 speed found in the 1964-73 vehicles. This 3 speed transmission was normally shifted by a column shifter and was coupled to a 2 speed, 10 spline transfer case. This transmission is considered light duty. You should consider changing transmissions for added strength. If you wish to retain this 3 speed transmission, the column shift linkage must be changed out to a floor shift. The engine found in this FJ40 is an in-line 6 cylinder “F” motor.

C. FJ40 (1964-73) (J30) 3 Speed Transmission: This 3 speed transmission is 8-1/2” long and easy to adapt to both the Chevy and Ford V8 conversions. The input shaft size on this transmission is a metric 10 spline that will interchange with a standard Chevy 1-1/8" 10 spline clutch. The stock bellhousing indexed to the transmission by utilizing the front bearing retainer. The 1st gear ratio on this transmission is 2.7:1; 2nd 1.65:1, and a 3rd gear ratio of 1:1. The transmission output shaft coupled to a 10 spline, 2 speed transfer case. The engine found in this FJ40 is an in-line 6 cylinder “F” motor.

D. FJ40 (July,1974-80) (H42) 4 Speed Transmission: This transmission has a case length of 12”. This heavy-duty 4 speed transmission is capable of handling most V8 engines. The 1st gear ratio on this transmission is 3.5:1; 2nd 2.3.1; 3rd 1.4:1, and a 4th gear ratio of 1:1. The input shaft size on this transmission is a metric 10 spline that will interchange with a standard Chevy 1-1/8" 10 spline clutch. The stock bellhousing used two dowel pins for alignment to the stock transmission. This Toyota transmission is equipped with a 16 spline output shaft which coupled to a 2 speed transfer case with a 16 spline input. The engine found in this FJ40 is an in-line 6 cylinder “F” motor in 1974, and then switched to a 2F in-line 6 cylinder from late 1974 to 1980.

E. FJ40 (August 1980-83/84) (H42) 4 Speed Transmission: This transmission is very similar to the previous 4 speed transmission listed above except that a 19 spline output shaft was used in the transfer case. The Land Cruiser got an upgraded heavy-duty transfer case which was nicknamed the split-case. The gear ratios remained the same as the previous 4 speed. This transmission/transfer case combination did not use bellhousing mounts, but now used a crossmember support that bolted to the transmission case. The engine found in this FJ40 is an in-line 6 cylinder 2F engine.

F. FJ45 (1963-67) J30 3 Speed Transmission: This 3 speed transmission is 8-1/2” long and easily adapted to both the Chevy and Ford V8 conversions. The input shaft size on this transmission is a metric 10 spline that will interchange with a standard Chevy 1-1/8" 10 spline clutch. The stock bellhousing indexed to the transmission by utilizing the front bearing retainer. The 1st gear ratio on this transmission is 2.7:1; 2nd 1.65:1, and a 3rd gear ratio of 1:1. The transmission output shaft coupled to a 10 spline, 2 speed transfer case. The engine found in this FJ40 is an in-line 6 cylinder “F” motor. The FJ45 is the pickup version on the Land Cruiser. There were various truck bed lengths on the FJ45 which were designated by a letter after the “5” in this vehicle. These various models of the FJ45 can all be treated the same with reference to the drivetrain.

G. FJ55 (1968-73) J30 3 Speed Transmission: This 3 speed transmission is 8-1/2” long and easily adapted to both the Chevy and Ford V8 conversions. The input shaft size on this transmission is a metric 10 spline that will interchange with a standard Chevy 1-1/8" 10 spline clutch. The stock bellhousing indexed to the transmission by utilizing the front bearing retainer. The 1st gear ratio on this transmission is 2.7:1; 2nd 1.65:1, and a 3rd gear ratio of 1:1. The transmission output shaft coupled to a 10 spline, 2 speed transfer case. The engine found in this FJ55 is a in-line 6 cylinder “F” motor. The FJ55 is the early station wagon version on the Land Cruiser. H. FJ55 (July,1974-80) (H42) 4 Speed Transmission: This transmission has a case length of 12”. This heavy-duty 4 speed transmission is capable of handling most V8 engines. The 1st gear ratio on this transmission is 3.5:1; 2nd 2.3.1; 3rd 1.4:1, and a 4th gear ratio of 1:1. The input shaft size on this transmission is a metric 10 spline that will interchange with a standard Chevy 1-1/8" 10 spline clutch. The stock bellhousing used two dowel pins for alignment to the stock transmission. This Toyota transmission is equipped with a 16 spline output shaft which coupled to a 2 speed transfer case with a 16 spline input. The engine found in this FJ55 is an in-line 6 cylinder “F” motor in 1974, and then switched to a 2F in-line 6 cylinder from late 1974 to 1980. The FJ55 is the early station wagon version on the Land Cruiser.

I. FJ60 (1980-84) (H42) 4 Speed Transmission: This transmission is identical to the 1980-84 FJ40 4 speed transmission listed previously. This transmission has a 19 spline output shaft to the transfer case. The Land Cruiser got an upgraded heavy-duty transfer case which was nicknamed the split-case. The gear ratios remained the same as the previous 4 speeds. This transmission/transfer case combination did not use bellhousing mounts, but now used a crossmember support that bolted to the transmission case. The engine found in this FJ60 is an in-line 6 cylinder 2F engine. The FJ60 has a square body with 2 pair of round headlights.

J. FJ60 (1985-87) (H42 Long) 4 Speed Transmission: This transmission is identical to the 1980-84 FJ60 4 speed transmission listed previously. This transmission has a 19 spline output shaft to the transfer case. This 4 speed used a 3-1/2” factory spacer adapter housing between the transmission and transfer case. This was to simplify the production, keeping the 4 speed the same length as the 5 speed transmission found in the FJ60s overseas. The transmission gear ratios are the same as the shorter version H42 transmission. This split transfer case had the cluster pin diameter upgraded to 38mm. This transmission/transfer case combination did not use bellhousing mounts, but used a crossmember support that bolted to the transmission case. The engine found in this FJ60 is an in-line 6 cylinder 3F engine. The FJ60 has a square body with 2 pair of round headlights.

K. FJ60 (1985-87) (A440F & A440L) 4 Speed Automatic Transmission: This transmission was the first automatic used in Land Cruisers. The transfer case that coupled to this transmission was still the split-case 19 spline unit. This split transfer case also had the cluster pin diameter upgraded to 38mm. This transmission/transfer case combination did not use bellhousing mounts, but used a crossmember support that bolted to the transmission case. The engine found in this FJ60 is an in-line 6 cylinder 3F engine. To convert this vehicle and retain the automatic, the stock engine must be the 3F. The transfer case adapters we offer for the split transfer case all fit this transfer case; however, be aware of crossmember support considerations. The stock crossmember may have to be modified or a new one fabricated to support your new transmission. The FJ60 has a square body with 2 pair of round headlights.

L. FJ62 (1988-90) (A440F & A440L) 4 Speed Automatic Transmission: This is the same transmission used in the FJ60s. The transfer case that coupled to this transmission was still the split-case 19 spline unit. This transmission/transfer case combination did not use bellhousing mounts, but used a crossmember support that bolted to the transmission case. The engine found in this FJ62 is an in-line 6 cylinder 3F-EFI (electronic fuel injected) engine. To convert this vehicle and retain the automatic, the stock engine must have been the 3F with or without the EFI. The transfer case adapters we offer for the split transfer case all fit this transfer case; however, be aware of your crossmember support. The stock crossmember may have to be modified or a new one fabricated to support your new transmission. The FJ62 has a square body with 2 pair of rectangular headlights.

M. Imported 5 Speeds 1983 & up (H55F): These transmissions are only used in Australia and Japan, but we’ve also seen a few come out of Canada. Some of the specialty Land Cruiser companies also import these 5 speeds. This transmission is found in both the FJ60 and FJ62 Land Cruisers. This transmission looks identical to the long H42 transmission. This transmission has a good 1st gear ratio of 4.84:1, and an overdrive ratio of 16 percent. These transmissions are a great upgrade for FJ60s originally equipped with a long H42 4 speed transmission. The adapters we manufacture for the 4 speed will also work the same on this H55F 5 speed.

NOTE: Land Cruisers that were originally equipped with a diesel engine have a longer input shaft. These vehicles were called BJs (if the Land Cruiser had a 4 cylinder diesel) and HJs (if the Land Cruiser had a 6 cylinder diesel). Transmissions that were previously equipped to a diesel engine will require the installation of a new input shaft. The input shaft from a gas version transmission with the same tranny code is your best choice. We can also special order bellhousing adapters from Mark’s 4WD that are designed for the diesel engine replacements and would not require an input shaft swap. The BJ and HJ transfer case applications match the FJs for the most part.

SPECIAL NOTE: Vehicles (Nov. 1984 & Up) equipped with a 3F engine had a transmission bolt pattern that was rotated clockwise 7 degrees. This was done to improve front driveshaft clearance. The stock transfer case was also rotated accordingly and was usually fitted with a vacuum operated shift linkage. When using one of our bellhousing adapters or Ranger Torque Splitter on vehicles originally equipped with a 3F engine, this rotation will cause installation difficulties.

N. FJ80 (1990-92) 4 Speed Automatic Transmission (A440F or A440L): This transmission was found coupled to the 3F-EFI engine. The transfer case in this vehicle was changed to a full time 4WD model (HF2A). The FJ80 had an option of a 5 speed transfer case and a part time transfer case; however, these were only found in non-U.S. vehicles. The bellhousing adapter for this automatic is available from us through Mark’s 4WD of Australia. This adapter couples the automatic to the Chevy V8 and retains the transmission in the stock location. The only consideration is that this transmission is computer controlled. Besides the bellhousing adapter, you will also require a tachometer interface kit and also retain the throttle position sensor from the stock engine.

If you plan on replacing the stock automatic transmission with one of the GM transmission adapters, we only offer the adapter to replace the stock automatic transmission. This adapter allows the transfer case to remain in the stock location and the crossmember is the same position. If you have a FJ80 replacing a 5 speed, driveshaft modifications will be required because this transmission was a different length than that of the automatic. We can also special order adapters with the correct adapter length for vehicles replacing the 5 speeds. Toyota updated the square body style to a rounded body with the FJ80 models.

O. FZJ80 (1993-97) 4 Speed Automatic Transmission (A442F): This transmission was found coupled to the new 4.5L 6 cylinder engine. The automatic transmission in these vehicles was still coupled to the new full time transfer case (HF2A). The FZJ80 had an option of a 5 speed transfer case and a part time transfer case; however, these were only found in non-U.S. vehicles. There is no bellhousing adapter for this automatic as of yet.

To convert this vehicle, you must replace the stock automatic transmission with one of the GM transmission adapters. We only offer the adapter replacing the stock automatic transmission. This adapter allows for the transfer case to remain in the stock location and the crossmember is the same position. If you have a FJ80 replacing a 5 speed, driveshaft modifications will be required because this transmission was a different length than that of the automatic. We can also special order adapters with the correct adapter length for vehicles replacing the 5 speeds. The FZJ80 was still the rounded body style.

P. 100 SERIES (1998-07) 4 Speed Automatic Transmission (A442F): This transmission was found coupled to the new 4.5L 6 cylinder engine. The automatic transmission in these vehicles is still coupled to the new full-time transfer case (HF2A). The Series 100 Land Cruiser had an option of a 5 speed transfer case and a part time transfer case; however, these were only found in non-U.S. vehicles. There is no bellhousing adapter for this automatic as of yet.

To convert this vehicle, you must replace the stock automatic transmission with one of the GM transmission adapters. We only offer the adapter replacing the stock automatic transmission. This adapter allows the transfer case to remain in the stock location and the crossmember is the same position. If you have a Series 100 replacing a 5 speed, driveshaft modifications will be required because this transmission was a different length than that of the automatic. We can also special order adapters with the correct adapter length for vehicle.

The first Toyota 4 speed transmission was introduced in 1974, with a transmission length of 12”. The design of this transmission was such that an adapter plate would not be compatible to mate the transmission to a stock GM bellhousing. This particular transmission requires two dowel pins for alignment between the 4 speed and stock Toyota bellhousing. The input shaft length was not long enough to allow for any type of adapter plate.

In order to assemble the 4 speed transmission to a Chevy V8, it was necessary to manufacture a completely new bellhousing. Since Ford V8 conversions are not as popular as the Chevy V8, we only manufacture a full bellhousing for the Chevy V8 engine. The bellhousing we manufacture is specially machined to accept the Land Cruiser 4 speed dowel pin alignment to assemble it directly to a Chevy V8 or GM 292 in-line 6 cylinder engine. This bellhousing can only be used with the later model Chevy engines that have the starter motor mounted directly to the engine block. The bellhousing is not compatible with the 265 model GM V8 engine.

When using this bellhousing, all of the original clutch controls can be retained. The original ball pivot, release arm, release bearing collar, and slave cylinder are all remounted to the conversion bellhousing. The new bellhousing will permit the use of a 168 tooth GM flywheel, along with an 11" pressure plate assembly. In order to make sure that the slave cylinder has the proper clutch throw, we recommend only the Centerforce 11" clutch pressure plate, P/N CF165473S. With each new bellhousing kit, we include a new release bearing that is identical to the late model Land Cruiser 4 speed release bearing. By using this large release bearing with the Centerforce pressure plate, the slave cylinder will have sufficient travel for proper clutch disengagement.

Our bellhousing will require the transfer case to be relocated forward a minimum distance of 3-1/2". This relocation is required for clearance necessary around the Chevy V8 distributor. This kit also requires driveshaft & floorboard modifications. Be aware that placing the engine too far forward can cause excessive clearance issues with the 4 speed shifter and heater vent. Also, most shifter handles will need to be modified to provide heater vent clearance.

Be sure that the original dowel pins from the stock Land Cruiser bellhousing are reused with our new housing. FAILURE TO USE THESE DOWEL PINS WILL CAUSE SEVERE TRANSMISSION AND CLUTCH MISALIGNMENT PROBLEMS.

Chevy V8 conversion kit PN713024-EK: (This kit should not be used on FJ60 vehicles) Chevy Gen III conversion kit PN713026-EK:
(This kit consists of the following items which are also available individually.)
PN712532 - Bhsg. adapter
PN713124 - Motor mounts
PN716022 - Crossmember
PN716023 - Temperature bushing

PN713026EK

P/N 712532 - Bhsg. adapter
P/N 713088 - Motor mounts

P/N 716022 - Crossmember

P/N 716023 - Temperature bushing

PN712500T - Flywheel & clutch
 

To retain the stock 4 speed, another option is to use a Mark’s 4WD adapter kit. They offer conversion bellhousings for both the Chevy and Ford engines. Their bellhousing adapter is 4-7/8” thick and mounts directly onto the engine side of the original Land Cruiser bellhousing. Although the Mark’s kits are slightly more expensive than our design, their special housings provide a very distinct advantage:

The biggest advantage of their kit is that it retains the drivetrain in the stock location, eliminating any relocation of the transfer case. The original driveshafts, transmission, and transfer case location all remain unchanged. The kit is supplied with a new bellhousing mount for the passenger side and three spacers that must be used between the bellhousing and the original bellhousing support on the driver’s side. By using these components, you are able to move the engine centerline back to 12”. Mark’s 4WD kit retain the stock clutch linkage & slave cylinder and includes a new release bearing.


MARK’S 4WD ADAPTORS MARK’S 4WD ADAPTORS
Chevy V8 conversion kit PN713025-EK*: Chevy Gen III conversion bellhousing PN713027-EK*:
PN712525 - Bhsg. adapter
PN713124 - Motor mounts
PN713038 - Bhsg. mount

PN713027-EK

PN712525 - Bhsg. adapter

PN713088 - Motor mounts

 PN713038 - Bhsg. mount

PN712500T - Flywheel & clutch kit

*The 713025-EK kit consists of the following items which are also available individually.

The Ranger Torque Splitter can also be used when retaining the stock Land Cruiser 4 speed. This unit acts as the adapter between the 4 speed and the GM or Ford bellhousing. The Ranger will allow the 4 speed and stock transfer case to remain in their stock location. It also provides the additional length for an excellent engine location. The unit is available in either a 27% overdrive or Rock Crawler 2:1 reduction. The rear plate on this unit bolts directly to the 4 speed and uses the front input shaft bearing for proper alignment.

NOTE: On some Land Cruisers (1987 & newer), we’ve found that Toyota had used a few odd size input shaft bearings. Since our rear plate requires proper indexing over this front bearing, a special rear plate may be necessary. If your vehicle is within this year series, you will need to measure the diameter of the front input shaft bearing. The measurement that our rear plate is machined at is 3.544”. If your bearing measures larger than this (3.625” - most common), a special rear plate can be machined for your application.

Ranger Torque Splitter Ranger Torque Splitter
Chevy V8 conversion: Ford V8 conversion:
PN760024M-27 - 27% Overdrive P/N SPECIAL - Ford O.D. case with a Toyota rear plate
PN760024M-UD- 17% Underdrive P/N 713002 - Motor mounts
PN713124 - Motor mounts P/N 716022 - Rear Crossmember
PN716022 - Rear Crossmember


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