Retail Price: $649.38
The GM 700R4 4 speed automatic transmission adapter to the Toyota Truck gear driven transfer case is 3.50”. The adapter material is 356 T-6 heat treated aluminum alloy. Our adapter kit will include a adapter housing, new 700R4 output shaft, 27x23 coupler, nylon bushing, cover plate, gaskets o-ring, seal, fastening hardware and adapter instructions.
The adapter assembly fits the Toyota Truck 23 spline gear driven transfer cases. This transfer case has a male 23 spline input shaft and can also be identified by 7 bolts attaching the tailhousing to the transfer case.
This kit is designed for use with the 2wd or 4wd 700R-4 / 4L60 / 4L60E manufactured thru 1996. The overall case length of the transmission is 23.375”, has a non-removable bell housing, and a 4 bolt square rear case. Late model 4L60E automatics will have a removable bell housing and a 6 bolt hex pattern rear case. The late model automatic will require an additional Advance Adapter to work with this kit or you can order PN50-5761.
The one piece GM 700R4 output shaft used in this kit is made out of 4340 alloy steel. This output shaft is manufactured with the highest quality materials and standards as the OEM output shaft.
This main shaft kit can also be used with the 4L60 and 4L60E overdrive automatic transmissions.
Toyota 4WD trucks have been one of the more popular vehicles for the past several years. This is due in part to their performance, reliability, and excellent engineering.
Back in 1981, we first introduced a kit to install a Buick V6 with a TH350 transmission into these vehicles thus enhancing performance. Over the years, we have consistently updated and created new kits to meet the needs of the Toyota owner. We feel that these kits, when installed properly, will provide you with the same reliability and service that your stock vehicle once had.
There have been several variations of the Toyota pickup over the years. Different transmissions, transfer cases, and different body styles have been used. These changes created a variety of different adapters necessary when converting these vehicles. As you read through this manual, it is important that you look over the pages that pertain to your vehicle specifications. Proper identification of you stock drivetrain components is required. The use of this manual will aid in the stock drivetrain identification.
Toyota pickups are put together with all metric fasteners. If you do not have a good selection of metric and standard wrenches, then we would suggest that you purchase the appropriate wrenches before you start your conversion. Along with these tools, it is advised that you have an engine hoist and a torque wrench to complete the conversion properly. Some conversions do require some welding or cutting for mounting of the engine. Please refer to your specific vehicle application listed in this manual for further information concerning modifications. For electrical wiring diagrams and Toyota torque specifications, you will need a Toyota 4WD service manual.
The first step is to define the use of the vehicle and then select a motor which best fits those needs. We manufacture motor mounts, headers, and adapters for most Chevy V6 and V8 engines, along with the Buick V6 & Ford V8 engines. Within this range of motors every practical need can be met. The engine size can create clearance problems in regard to the radiator, suspension, and firewall. These are an important factors when determining which engine to use.
SMALL BLOCK CHEVY V8:
* Addition note to the small block Chevy V8 section * Caution should be used if you plan on using a newer Chevy V8 or 4.3 V6. We have seen aluminum oil pans on most 1997 & later model blocks. This could cause problems with some of our bellhousing conversions since these oil pans also provided mounting holes for the stock bellhousing and because our conversion bellhousings do not offer these mounting options. Vehicles using these new blocks should consider retaining the stock transmission that was originally coupled to this engine. We offer a full line of transfer case adapters to couple these newer transmissions to your transfer case. This aluminum pan could also cause problems on vehicles 1986 & up without a suspension lift.
We do not recommend the installation of Generation III Vortec engines for Toyota Trucks. The narrowest exhaust we could find is 25”, and the Toyota frame rail is 23”. The height and width of this engine is too large for a good, clean fit.
“STEP BY STEP” GUIDE
The following step-by-step procedures are to be used as a guide only in performing your Toyota 4WD engine and transmission conversion. There are several variations and exceptions to these procedures. We recommend that you refer to your Toyota Service Manual for specific electrical, torque, and gasket specifications. If you are in doubt on any of the information listed on the following pages, please contact our technical department. In addition to this manual, you will have individual instruction sheets on the engine motor mounts and transfer case-to-transmission adapter kits. We recommend that you carefully read both sets of instructions while performing your conversion.
REMOVING THE ENGINE & TRANSMISSION:
1. Remove the front and rear drivelines.
2. Disconnect the speedometer cable from transfer case.
3. Disconnect the throttle linkage from the engine.
4. Drain and remove the radiator assembly.
5. Disconnect the alternator and battery.
6. Disconnect the temperature and oil pressure sending units. Identify these wires for future use.
7. Remove the hood and complete exhaust system.
8. Disconnect the clutch slave cylinder and hydraulic line.
9. Remove the transmission shift lever.
10. Remove the transfer case shift lever.
11. On the stock coil, you will find a yellow wire that connects to the positive terminal. Disconnect this wire and mark it for future use with the new engine. Remove the coil and igniter.
12. Disconnect the power steering pump hoses from the engine.
13. Disconnect the air conditioning compressor lines.
14. Check the engine and transmission for any items that have not been disconnected.
15. Attach an engine hoist to the engine assembly.
16. Place a small jack or transmission floor jack directly beneath the transfer case and transmission. With the jack in position, you can now remove the four transfer case mounting bolts and disconnect the transfer case crossmember.
17. Disconnect the bellhousing from the back of the block, as the engine and transmission assembly must be removed separately.
18. Remove the engine mount nuts that hold the engine mounting rubber to the engine perch.
19. Remove the engine from the engine compartment.
NOTE: When removing engine, make sure the transmission and transfer case are properly supported.
20. Remove the transmission and transfer case.
1. Depending on which engine is being used, it is best to install all of the brackets, pulleys, and accessories prior to assembly into the vehicle. This will be the installer's option if he desires to assemble these parts after the engine has been positioned into the vehicle.
2. The temperature sending unit from the original Toyota engine can now be installed into the new engine block.
3. The oil pressure switch from the original engine must be used with the new engine if the original dash gauge is going to be retained.
4. The power steering pump, air conditioning bracket, and alternator bracket can now be fastened to the engine - depending on the vehicle requirements. Refer to the Engine Conversion section for the recommended bracketry and alternate solutions.
5. The engine mounts can now be bolted onto the engine, depending on which engine and which type of suspension your vehicle will be equipped with. Refer to the motor mount instruction sheets for these requirements.
INSTALLING A MANUAL 5 SPEED TRANSMISSION:
1. With your new engine prepared, you must first bolt the correct flywheel onto the engine crank. Make sure the proper torque specifications are used.
2. Install new pilot bearing into the engine crank shaft.
3. The Centerforce pressure plate and clutch disc can now be bolted to the flywheel. Be sure to align the clutch disc and pilot input shaft before securing the pressure plate.
4. The 5 speed bellhousing will bolt to the transmission from the inside of the bellhousing. Use the original bolts with the new bellhousing. Install the release lever & release lever ball pivot.
5. Mount the slave cylinder onto the bellhousing and make sure the alignment of the push rod & release lever are properly located.
6. Install release bearing P/N N1430 over the Toyota transmission bearing retainer. On the inside of the release bearing, you will find a small groove that must be packed with grease. This will provide lubrication between the bearing and the bearing collar.
7. With the bellhousing, transmission, and throw out bearing assembled, you can now bolt the bellhousing to the new engine. Make sure that the dowel pins align the engine block and the bellhousing. DO NOT FORCE the assembly together. The input shaft of the transmission must fit smoothly into the new pilot bearing and engine crank. The tip of the input shaft must engage the pilot bearing with a minimum of 1/2" contact. With the bellhousing in position, the release bearing should have approximately 1/16" clearance between the clutch fingers. You may need to adjust the length of the slave cylinder push rod in order to obtain the proper clearance between the release bearing and clutch fingers. A return spring on the clutch fork is recommended whenever possible. The original Toyota slave cylinder fitting will screw directly into the Land Cruiser slave cylinder assembly. After securing all of the fittings, you will need to bleed the slave cylinder. Refer to your Toyota Service Manual for bleeding instructions.
ENGINE & TRANSMISSION INSTALLATION:
Most conversions will require the drivetrain to be installed into the vehicle in two parts. The transmission & transfer case should be set back up on the crossmember and into the vehicle. By using an engine hoist, lower the new engine into your engine compartment. Before securing the motor mounts or crossmember, bolt the transmission to the engine.
1. Check to make sure that all components have the necessary clearance. On vehicles equipped with the I.F.S. suspension, you will be required to use a suspension lift in order to have sufficient oil pan clearance. (Refer to the subheadings “Body & Suspension Lift” under the Engine Conversion section for more information).
2. Position the engine mounts for either welding or bolting into position.
3. Make the necessary modifications for the transfer case support. Chevy V8 to 5 speed installations will require the crossmember mounting holes to be elongated approximately 3/8".
4. On V8 conversions using HEI distributors, you may be required to modify the firewall for clearance of the distributor cap.
5. Install front and rear drivelines.
6. Install the speedometer cable & transfer case indicator switch.
7. Install the throttle cable linkage. This may vary depending on which type of manifold and carburetor that is being used.
8. The radiator can now be positioned into the original mounting brackets. The radiator can either be the A/A 4-core copper/brass radiator (vehicles 1985 & up) or our Rad-A-Cool aluminum single core radiator (for 1979-95 vehicles). These radiators have the trans coolers built into the radiator system. We recommend a 1-1/2" hose connection for both the inlet and outlet, and we have found it best to use the universal flex hoses for most installations.
9. Connect the starter wires, alternator wires, and battery terminal. Make sure that your engine is equipped with a ground wire.
10. The vacuum connections for both the automatic transmission and brake booster must be reinstalled onto the new engine. Available at most part stores are multi-fitted vacuum hose connectors. These will provide for several vacuum hose connections onto your new manifold.
11. Install your new exhaust manifolds. The manifolds can be either the stock cast iron type, or our "SlickFit” headers.
12. The transmission and transfer case shift levers can now be reinstalled. If an automatic transmission is being used, you will need to purchase a floor console type shifter from various suppliers. Both Hurst and B & M offer excellent automatic transmission shifter kits.
13. You will not be able to use the original 4 cylinder coil and igniter, since they will not be compatible with your new engine. The original yellow wire that was attached to the stock coil will be your main feed line to the new ignition system. Depending on your distributor selection will determine your need for an external resistor. On Mallory dual point installations, an external resistor will be required.
AUTOMATIC TRANSMISSIONS TO ENGINE ASSEMBLY:
1. Install the correct flywheel (flexplate) onto the engine crank using the special flywheel bolts torqued to the proper specification.
2. Install the torque converter onto the transmission pump. Make sure both sets of torque converter female splines are engaged into the input shaft male splines. CAUTION: There are two sets of splines and it is very critical that the convertor seats into both sets.
3. The transmission can now be assembled to the engine block. Make sure the dowel pins align the transmission case and engine block.
4. With the transmission and engine now assembled, you must install the bolts between the torque converter and flywheel. The torque converter should require approximately 1/8" movement from the seated position outward to meet the flywheel. If this movement outward is not obtained and the converter is jamming the flywheel, you will probably find that the convertor was not installed properly.
5. Install the stock inspection cover.
6. The small flanges on each side of the transmission will need to be trimmed for the exhaust system clearances. This trimming will also need to be done on both the inspection cover and transmission case.
When converting your Toyota 4WD truck to a new engine there are a number of items that you must consider. The information listed in this section covers Toyotas 1979 to 1995. Most areas discussed in this section are categorized by either the year of the vehicle, stock engine that the vehicle was originally equipped with or stock transmission and transfer case.
BODY LIFTS: 1979-85: Although a body lift is not required to complete a conversion on these vehicles, we recommend that you consider a minimum 2” body lift in order to provide additional engine compartment and transmission tunnel area clearances. This will also provide additional clearance for the distributor cap. 1986-95: These vehicles were equipped with an I.F.S. suspension. It is mandatory that your vehicle be equipped with a body lift. A minimum 2” body lift will provide the necessary clearances for the transmission and engine to fit properly. Vehicles without a body lift will require extensive engine compartment modifications. Note: If a T.B.I. block from out of a truck is going to be used, a 3” body lift will be required for hood clearance.
SUSPENSION LIFTS: 1979-85: When performing an engine swap on your Toyota 4WD, we recommend that you install a suspension lift. The suspension lift will be an asset to your vehicle when performing these conversions. It provides your vehicle with better ground clearance and wheel travel. The suspension lift will provide additional clearance between the front driveshaft and starter motor assembly. The installation of a V6 or V8 engine will also add additional weight to the front of your vehicle. For instance, your 4 cylinder engine weighs about 300 pounds. A new V8 engine will weigh in the neighborhood of 575 pounds; and a new V6 approximately 450 pounds. A suspension lift will normally provide the additional support to handle these heavier engines. If a suspension lift is not used on these vehicles, a helper spring or stiffer leaf spring may be required.
1979-81: On these year vehicles, Toyota utilized a front stabilizer bar. This bar attached to the front axle on the driver's side of the vehicle. When installing a V8, the mount where this bar attaches will need to be relocated or removed.
1986-95: When performing an engine swap on your Toyota 4WD with the I.F.S. suspension, we recommend that you install a suspension lift. When positioning a new engine into these vehicles, oil pan clearance is an issue. The easiest way to obtain the proper oil pan clearance is by installing a suspension lift. The suspension lift required for these year vehicles will drop the entire front axle away from the frame, providing the necessary clearances for all engine swaps.
MOTOR MOUNTS: Toyota used a straight axle on 4WDs 1979-85, and started using an independent front suspension (I.F.S.) on 1986 & newer vehicles. We offer motor mounts for various engine blocks. The proper engine mounts will depend on the front axle configuration of your vehicle. The mounts listed for the engines are to be used with both bellhousing and/or transfer case adapters. There are two styles of engine mounts available. The first is the weld-in style that is used on vehicles equipped with a solid front axle. These mounts are fully adjustable and can be either welded or bolted to the inside of the frame rails. By having this adjustable option, you can position the engine so that driveline modifications can be eliminated on certain applications. The two mounts that extend outward from the engine block will usually need shortening in order to fit between the two frame rails. This may vary depending on the height of the engine.
The second style of engine mounts are the ones that bolt onto the existing 4 cylinder or V6 engine pads. These mounts have been designed for an engine location that cannot be varied. This type of motor mount is mandatory on vehicles equipped with the independent front suspension. Motor mounts on these particular installations will normally allow you the ability to adjust the position of the engine correctly up to the original 5 speed tranny or to the popular TH350 & 700R-4 transmission options.
Our weld-in mounts are a complete frame-to-block setup, which includes the rubber insulators. Some of our bolt-in mounts will require the use of a stock GM engine rubber mount (GM# 3990914 or Sealed Power/Federal Mogul# 270-2267 Napa # 602-1106).
Chevy V8: PN3001-S Chevy V8 mounts to Toyota 1979-85 (weld-in) PN713013 - Chevy V8 mounts to Toyota 1986-95 replacing a 4 cyl. (bolt-in) * PN713125 - Chevy V8 mounts to Toyota 1988-95 replacing a V6 (bolt-in) 713125-C CROSSMEMBER MOUNT RELOCATION
Chevy 4.3 V6: TC support PN713001-S Chevy 4.3 V6 mounts to Toyota 1979-85 (weld-in) mount tabs that need to be cut on stock mounts PN713013 - Chevy 4.3 V6 mounts to Toyota 1986-95 replacing a 4 cyl. (bolt-in) Pass. Side V6 mount * PN713126 - Chevy 4.3 V6 mounts to Toyota 1988-95 replacing a V6 (bolt-in)
Buick V6: PN713011 - Buick V6 mounts to Toyota 1979-85 (weld-in) Ford V8: PN713002-S Ford V8 mounts to Toyota 1979-85 (weld-in) PN713016 - Ford V8 mounts to Toyota 1986-95 replacing a 4 cyl. (bolt-in) Pass. Side Ford header and 713016 mount (No mount is available when replacing a stock V6)
*These mount kits provide new GM rubber mounts and a crossmember relocation plate. Driveline modifications will be required.
RADIATORS: A new radiator is normally required when doing an engine swap. We offer a new high efficiency 4-core copper/brass radiator for the Chevy 4.3 V6 & V8 and a Rad-A-Kool 1-core aluminum radiator for Chevy V6 and V8s. These radiators are all a down-flow, core configuration and have the proper inlet & outlet location for these blocks. They come complete with a transmission cooler.
The Rad-A-Kool aluminum 1 core fits vehicles 1979-95, and is rated to cool engines up to 300 horsepower. This radiator is ideal for engine conversions that are tight on space and is your best choice on 1986-95 Toyotas using our bolt-in engine mounts.
Our 4 core copper/brass radiator, designed with 1/2” tubes on 3/8” centers. It is designed specifically for vehicles 1985 & newer. This radiator bolts into the factory location and extends 5” lower than stock. Since these radiators hang 5” lower than stock, you may want to fabricate a steel guard to protect your radiator. Angle iron provides a great solution to protect this lower portion. The original fan shroud should be retained but will require modifications. If you attempt to use this radiator on vehicles 1979-84, you will require modifications to the front crossmember core support. NOTE: These radiators will not work with LT1 blocks. PN716681 - Chevy V6 & V8 radiator (4-core) (Radiator measures 3” thick, 24.25” tall, 24” wide) V8 Upper and Lower Hose - #Universal 1-1/2” Flex hose
PN716698-AA - Chevy V6 & V8 1 core radiator w/ trans cooler (shown right) PN716698-AB - Chevy V6 & V8 1 core radiator w/ out trans cooler PN716698A-LS / P/N 716698M-LS - Chevy LS1 auto & manual single core radiator PN716698A-LT / P/N 716698M-LT - Chevy LT1 auto & manual single core radiator (Radiator measures 3” thick, 22.25” tall, 24” wide)
FAN: On most conversions, you will be able to use a 16" conventional fan. When using a conventional fan, you will be limited on radiator clearance. To obtain additional clearance for the radiator, a short-style water pump could be used. Some of the newer blocks with the Serpentine belt system will usually allow enough radiator clearance to retain a conventional fan. Whenever a conventional fan is used, make sure you have adequate clearance for your radiator and proper shrouding for both airflow & personal protection.
When your engine position does not allow adequate clearance for a conventional fan, an electric fan is an ideal option. An electric fan can either be mounted in front or behind the radiator to maximize on space. Many manufacturers of electric fans offer slim designed fans to aid in this regard. We offer Spal fans which are a high performance, curved bladed pusher or puller. These 16” fans are 16.3” tall, 15.75” wide, and 3.39” deep at the fan motor. The fans are rated at 2070 CFM; and being that they are pre-shrouded, they are ideal for cooling larger engines. Our fan kits come complete with the needed wiring harness which is compatible with both positive and negative ground vehicles. The 3/8” pipe thread sending unit is designed to turn the fan on at 185 degrees and off at 170 degrees. The kit comes with a 40 amp relay, a fuse holder, and all other necessary hardware. In addition, our kit also includes mounting brackets for the fan to the radiator. The mounting brackets are designed for our aluminum radiators; however, we can supply you with brackets to fit our copper/brass radiators upon request. fan-rad clear 2 short pump clear PN716670 - Puller Fan Kit PN716671 - Pusher Fan Kit
OIL PANS: On Toyota vehicles 1979-85 (equipped with the solid front axle), you will be able to use the stock engine oil pan without modifications. On 1986 & newer vehicles with the I.F.S. front axles, you have one of two options. The first option is to equip your vehicle with the recommended suspension lift, providing the necessary stock oil pan clearance. The second option would be to modify your stock pan. The entire bottom of the pan needs to be re-fabricated to fit and some grinding may be required on the front differential housing. You will also notice that there is limited clearance between the pan and differential. Even though clearance is limited, there should not be a concern in this area because both the engine & front axle mounts have very little movement. We did offer modified pans for several years, however, we no long offer this product.
NOTE: Newer GM blocks equipped with the aluminum oil pan should not be used on vehicles that do not have a suspension lift. Modified oil pans are not available for these engines. Starter clearance with the oil pan can also be an issue with these blocks.
OIL FILTER: The original Chevy V6 or V8 oil filter can be retained. On some installations, we have had customers use a remote oil filter adapter in order to provide additional clearance for their exhaust system on the driver's side.
Since the oil filter connection on a Ford block protrudes towards the driver’s side frame rail, a remote oil filter adapter is required. We offer a remote filter adapter, P/N 716084, that provides the oil line connections at a 90 degree angle. This type of adapter provides the greatest amount of clearance for the Ford block.
EXHAUST HEADERS / STOCK MANIFOLDS: On most conversions, you will have the option of using a custom exhaust header or stock manifold. If headers are to be used, you will need to verify your State’s emission requirements since the headers we supply are not smog legal. The following conversion headers are for V6 & V8 blocks. Our headers are designed around conversions using our motor mounts. Due to vehicle variations, some modifications may be required when using our exhaust header systems. These headers are available in chrome or Non-plated (NP). PN717011 - Chevy V8 center dump headers (vehicles 1979-85 only) (Only sole in Stainless, Ceramic coated and Non-plated) TH350 Mods for exhaust clearance V6 HEADER WITH MANUAL TRANS 717056 tight fit 717054 PASSENGER SIDE * PN717053 - Chevy V8 rear dump manifold style headers (for vehicles replacing a stock V6) * PN717054 - Chevy V8 rear dump manifold style headers (for vehicles replacing a 4 cylinder) PN717056 - Chevy 4.3 V6 headers (vehicles 1979 & up) (Manual trannys require clutch arm mods.) * PN717041 - Buick V6 headers (vehicles 1979 & up) PN717012 - Ford V8 center dump headers (vehicles 1979-85 only) * PN717044 - Ford V8 rear dump manifold style headers (vehicles 1979 & up) *Headers will have interference problems with the release arm when used with a manual transmission.
Smog legal vehicles will normally require you to retain the stock manifolds. On GM V8 installations, the stock manifolds from a 1982 & newer low performance car engine work the best. These manifolds can normally be installed without any modifications. For Chevy V6 installations, the manifolds from a 1985 Chevy full size truck are an option. You can also try manifolds off of a 1980 Monte Carlo equipped with a 3.8 V6. On Ford V8 conversions, the early Maverick manifolds work well; however, they do not have smog connections. We have been told that the exhaust manifolds from a V8 Ford Explorer will fit with only minor modifications required. On the Buick V6, manifold #25507801 and #1250528 should be used.
NOTE: All of the stock manifolds suggested above were obtained from customers that have completed the various conversions. We have not personally verified the fit of these manifolds into these Toyota conversions. manifold PS manifold DS TOY TRK SMOG LEGAL DRIVE SIDE 1990 TOY TRK, CALIF SMOG LEGAL PASS SIDE MANIFOLD
FUEL PUMP: A carbureted block can have fuel supplied to the new engine in two ways: an electric fuel pump or a mechanical fuel pump. The mechanical pump is normally part of the engine and, at times, does create some clearance problems. When a mechanical pump cannot be used, the alternative is an electric pump. Most carbureted blocks require a fuel pressure rating of 5 to 7 PSI.
Fuel injected blocks require a higher fuel pressure. These blocks can use the stock fuel pump that your vehicle was equipped with, provided it has the correct PSI rating to match your engine. If this is not an option, you can install an in-line fuel pump with the correct PSI rating to match your block. This pump should be added slightly ahead of the fuel tank. When using an aftermarket electric fuel pump, you should also incorporate a safety circuit to turn off the fuel pump if the engine were to stall.
Whether your new engine is carbureted or fuel injected, and you use either a mechanical or aftermarket electric fuel pump, the stock fuel pump located in the fuel tank should not have to be removed.
ALTERNATOR: When replacing a 4 cylinder or V6 engine, we recommend that you purchase a new V8 alternator with an internal regulator to provide better charging to your electrical system. When wiring the new alternator, you must remove the original Toyota regulator. GM Alternator Bracket GM #14081227 (Adjuster) GM Alternator Bracket GM #14015533 (Front Bracket) GM Alternator Bracket GM #6262934 (Spacer) If you elect to use the GM alternator that is equipped with a built in regulator, you will need to change the wiring. Remove the existing Toyota regulator and cut the wires that feed the regulator. These wires will be the source of power to your new GM alternator. The large 10 gauge will need to be extended to the large post on the back side of the new alternator. You will then need to determine which of the small wires is hot when the ignition switch is on. The hot wire will then need to be extended to reach the number 1 terminal on the GM alternator. You must then install a jumper wire between the 10 gauge terminal and the number 2 terminal. Use the original GM plugs to make sure the connections are properly fitted.
PULLEY SYSTEM: The belt system required to drive the alternator, water pump, power steering, and air conditioning can all be accomplished with a two belt system. If a three belt design is attempted, you will find that the length is too critical for radiator clearances. With the two belt system, you will be able to drive the alternator, water pump, and crank on one; the air conditioning, water pump, and crank on the other. Make sure that the air conditioning and alternator brackets are adjustable. The Serpentine belt system found on newer motors also works excellent.
WATER PUMPS & THERMOSTATS: Chevy engine installations have the option of either a long or short water pump. The long style water pump is most commonly used on Chevy blocks. The stock bracketry on most V6 & V8s is designed to be used with a long style water pump. A short water pump will give additional radiator clearance; however, accessory brackets are sometimes hard to come by. We offer a high performance brand of water pumps and thermostats for Chevy V6 & V8 conversions.
On Chevy & Ford blocks with a Serpentine belt system, these blocks can usually retain this stock belt system. They will normally provide sufficient clearance for your radiator. Be careful if you replace the water pump on a Serpentine system since they usually rotate in the opposite direction.
POWER STEERING: You can utilize your original stock power steering pump by fabricating a mounting bracket to fit your new block. The original hoses can usually be retained without modifications if the stock pump is retained with a custom fabricated bracket. However, we recommend utilizing a stock power steering pump and bracket from the engine that you are installing.
For example: When installing a Chevy V8, you would use a standard GM power steering pump. The only modification needed would be to couple the GM pump to the Toyota box. This can be accomplished by having a custom power steering hose made in which one end is a Chevy fitting to fit the pump, and the opposite end is equipped with a fitting for the Toyota box. This installation would only require one custom hose - which is the pressure hose. The return line is simply a rubber hose with steel fittings couple together with hose clamps. This same procedure will work for Chevy V6, Buick V6, and Ford V8 installations.
AIR CONDITIONING: Toyota used three different types of air conditioning compressors. Each type of compressor will require a custom bracket to be made for your new engine. We recommend that the compressor be located on the passenger side so that the original A/C lines can be retained without modifications. If you don’t want to fabricate your own brackets, a simpler way is to retain the air conditioning compressor on the new engine. The stock Toyota air conditioning lines can be spliced to the new engine A/C lines very easily. Check with your local automotive parts store for an A/C splice kit. This eliminates any requirement for custom compressor bracketry.
FLYWHEELS & STARTER MOTORS: The starter motor must match the flywheel that you have on your engine. GM engines: You will be able to use either a 153 tooth & 168 tooth flexplate. Buick engines: On both automatic and manual applications, you will be limited to a 160 tooth flywheel/flexplate. Ford engines: On Ford blocks, you will be able to use either a 157 tooth or 164 tooth flywheel/flexplate.
Depending on your application, it is critical that you properly match the starter and the flywheel. On Ford applications in particular, the bellhousing must also be matched. For GM applications using a 168 tooth flywheel, use starter #3510 or GM# 1108400. For GM applications using a 153 tooth flywheel, use starter #3631 or GM# 1108789. These starters can sometime cause exhaust clearance problems. For a trouble free application, a gear reduction starter is ideal because of its size. For Buick applications, use Delco# 1968122; and on Ford applications, the standard starter to match your bellhousing and flywheel will work fine.
GAUGES: When converting to a V6 or V8, you must use the stock sending units. These units will be compatible with your stock Toyota gauges. Since the oil pressure and engine temperature sensors have a metric thread, you will need to use a special bushing in your new manifold for adapting to these metric threads. These items are available from your local automotive parts. Stewart Warner fittings are normally the easiest to work with.
If your vehicle is equipped with a factory tachometer, you will have two options: You can buy an after market tachometer or you can re-calibrate your stock one. When swapping a Chevy or Buick V6 into vehicles that were originally equipped with a V6, no modifications to your tachometer will be required. On Chevy, Ford or Buick engine swaps, your tachometer will run anywhere from 50% and up off of calibration. To re-calibrate your tachometer, a trip to your local electronic store will be necessary. By purchasing a 5K OHM trim potentiometer, you will be able to fine tune your tachometer. The Toyota tachometers accept a pulse ignition signal from the coil and converts it into a proportional DC signal that drives the meter in the dash. By adding the potentiometer in line with the tachometer input wire, you will be able to calibrate it by restricting its impulse signals. A small 10 turn potentiometer is the easiest to use for this calibration procedure.
IGNITION SYSTEM: Once your conversion is complete, you will need to rewire your ignition system. Below, we have listed the two types of ignition systems that you could have used when installing a new engine.
Ignition: Your new engine can be equipped with either a "point-type" or an "HEI" type ignition. These will both fit into your vehicle, with only slight firewall modifications required on the HEI distributors. When using the HEI distributor, the hot wire from the ignition will plug directly into the distributor battery terminal. If you are attempting to install a fuel injected or throttle body motor into your vehicle, then we recommend that you purchase a Toyota Service Manual to help you identify the existing wiring system for compatibility with the new engine.
What you will need to do is locate the yellow wire that was originally attached to the positive side of your stock coil. This is the hot wire that will feed your new GM ignition system. If you are using a point-type distributor, you will need to install an external resistor that is compatible with your new coil and distributor. If you are using an HEI system, this same yellow wire will need to be attached to the electronic control unit which will then attach to the positive side of the ignition coil.
Charging System: The power source for your vehicle is referred to as the charging system. It is imperative that you have this system wired correctly so that your battery will be recharged, and you will be able to operate all of your electronic accessories. Since you are replacing a 4 cylinder engine and installing a V6 or V8 engine, you will need to install a new battery with the required cold cranking power needed for your engine. A typical V8 requires a rating no lower than 550 amps. If you are using your stock alternator along with a new starter, your stock wires will simply attach to the new starter. NOTE: When using a V8, you should use at least a 90-100 amp alternator. Your alternator will already be wired correctly. However, if you are installing a new GM alternator, you will need to locate the correct wires for supplying the power to the new alternator.
WIRING: When it comes to computer controlled engine blocks, there are many aftermarket sources. We have listed two sources that manufacture conversion wiring harnesses: Howell Engineering (810) 765-5100 G.M. wire harnesses Street & Performance (501) 394-5711 G.M. & Ford wire harnesses Speed Scene Wiring (210) 651-1894/1895 G.M. wire harnesses
Throughout the years Toyota used basically two types of transfer cases: chain or gear-driven. All gear-driven cases have the same bolt pattern with a 2.28:1 low gear ratio. They did, however, use two input splines which were 21 and 23. The chain-driven transfer case offered two input splines which were 23 and 26. The bolt pattern on these cases differed from the gear-driven transfer case. These chain-driven transfer cases have a 2.57:1 low gear ratio. This section first helps you to identify your transfer case. In addition, it will cover the modifications necessary when installing a different transmission or the Trail Tamers gears. One of the easiest ways to identify the difference between a chain or gear-driven transfer case is by looking under your vehicle. The transfer case rear cover is either bolted on with 5 bolts (chain) or 7 bolts (gear). 7 BOLT TO REAR HSG.GEAR DRIVE T/C
For further assistance in identifying the different transfer cases Toyota used, we reference the stock transmissions use in these vehicles. These transmission codes are normally found in the engine compartment on vehicles 1979-83, or the driver’s side door jam on vehicles 1984 & newer.
1979-1980 4-SPEED with GEAR-DRIVEN 21 SPLINE TRANSFER CASE:
The first Toyota 4WD was produced in 1979. 1979-80 vehicles used a manual 4 speed (tranny code L43). This transmission was coupled to a gear-driven 21 spline transfer case.
The input shaft on this transfer case was odd because it did not have a standard spline relief as did all other Toyota 21 spline gear-driven transfer cases. On these transfer cases, some grinding is required on the input shaft for proper fit on our adapters. When adapting to this transfer case, the shifter linkage will stay mounted on the transfer case. If installing the Toyota low gears in this transfer case, you will be required to modify the shift forks. Some internal grinding on the case may be necessary for this gearing upgrades. EARLY TOYOTA 21 SPLINE
1981-1983 5-SPEED with GEAR-DRIVEN 21 SPLINE TRANSFER CASE:
1981-82 tranny code L45 4-speed, 1981-82 tranny code L50 5-speed and 1983 tranny code L52 5-speed. All three transmissions used in these years were all integral (one piece bellhousing and transmission). The overall length of these transmissions varied. When adapting a new engine & transmission on these year vehicles, driveline modifications should be expected. These transmissions were coupled to a gear-driven 21 spline transfer case.
Although there were three different transmissions used, there was only one model transfer case used. The transfer case shifter is mounted on the top of this transfer case. The gears on this transfer case are categorized as “noisy run gears”. If installing the Toyota low gears in this transfer case, you will be required to modify the shift forks. Some internal grinding on this case will be necessary.
1984-1988 (Carbureted) 5-SPEED with GEAR-DRIVEN 21 SPLINE TRANSFER CASE:
1984-88 tranny G52 & G54 5-speed. These transmissions were normally coupled to a carbureted 4 cylinder. These transmissions offered a removable bellhousing, allowing these transmissions to be retained for engine swaps. These transmissions were coupled to a gear-driven 21 spline transfer case.
Although there were two different transmissions used in these years, only one model transfer case was used. The transfer case shifter was mounted on the stock 5-speed tailhousing. Our transfer case adapters will allow you to retain this same transfer case shifter configuration. This transfer case also used a retainer clip to secure the two front bearings. This clip must be removed when using one of our adapters. If installing the Toyota low gears in this transfer case, some internal grinding on the case may be necessary.
1985-1988 (E.F.I. 4 cylinder) 5-SPEED with GEAR-DRIVEN 21 SPLINE TRANSFER CASE:
1985-88 tranny code W56 5 speed. This transmission was normally coupled to an electronic fuel injected 4 cylinder. The bellhousing on this transmission is removable, allowing this transmission to be retained for engine swaps. This transmission was coupled to a gear-driven 21 spline transfer case.
The transfer case shifter linkage is mounted on top of the transfer case. Since it has “quiet run gears” and the correct transfer case shifter configuration, this box is the best suited transfer case to use for a donor Crawler unit. If installing the Toyota low gears in this transfer case, you will need to modify the shift forks. Some internal grinding on the transfer case may be necessary for this upgrade. This transfer case also used a retainer clip to secure the two front bearings. This clip must be removed when installing one of our transfer case adapters. TC late models
1989-1995 (E.F.I. 4 cylinder) 5-SPEED with GEAR-DRIVEN 21 SPLINE TRANSFER CASE:
1989-95 tranny code W56 5 speed. This transmission was normally coupled to an electronic fuel injected 4 cylinder. The bellhousing on this transmission is removable, allowing this transmission to be retained for engine swaps. This transmission was coupled to a gear-driven 21 spline transfer case.
In 1989, the transfer case shifter linkage was relocated on the 5 speed tailhousing. The shifter mechanism for both the transfer case and the transmission were one unit. When using this transfer case with any of our transfer case adapters, you must either modify or replace your transfer case. By changing the shifter rods from a 1984-88 (Carbureted 4 cyl.) transfer case or using Toyota part numbers 36314-35020 (high-low rod) and 36313-35020 (front drive rod), you will be able to retain your stock transfer case. The other option is to purchase a 1984-88 (Carbureted 4 cyl.) transfer case.
This transfer case also used a retainer clip to secure the two front bearings. This clip must be removed when using one of our transfer case adapters. If installing the Toyota low gears in this transfer case, some internal grinding on the case may be necessary. short transfer case forks
1986-1987 (Turbo E.F.I. 4 cylinder) 5-SPEED with GEAR-DRIVEN 23 SPLINE TRANSFER CASE:
The transmission code is R151F, and this unit is used in conjunction with the turbocharged 4 cylinder. This 5-speed has a removable bellhousing, allowing this transmission to be retained for engine swaps. This transmission was coupled to a gear-driven 23 spline transfer case.
This transfer case is identical to the 21 spline transfer case except Toyota used a larger diameter 23 spline input. This input can be interchanged with any of the 21 spline cases. On high horsepower engines or vehicles with large tires, you can interchange this 23 spline input into a 21 spline case if you are concerned about strength. The transfer case shifter is located on the transmission tailhousing. Our adapter housings will allow you to retain this shifter configuration.
This transfer case also used a retainer clip to secure the two front bearings. This clip must be removed when using one of our transfer case adapters. If installing the Toyota low gears in this transfer case, some internal grinding on the case may be necessary.
GEAR DRIVEN 21 SPL. 23SPL.
FORD AOD AUTOMATIC PN50-4402
GM NV4500 4WD 31 SPL. PN50-0215
CHAIN-DRIVEN 23 SPLINE TRANSFER CASE 1988-1994:
In 1988, Toyota introduced a different style of transfer case, changing to a chain-driven design. This 23 spline transfer case is most common in late model Toyotas and is normally used in conjunction with a V6 engine. The transmission code is R150F. 23 SPL. CHAIN T/C
This transfer case is completely different than the gear-driven version. You can identify this transfer case by the number of bolts (5 bolts) that hold the rear tailhousing to the main case. The adapter selection to retain this transfer case is not as extensive as is our gear-driven transfer case options. Driveshaft modifications are normally required. No reduction gears are available for this style transfer case, nor do we offer any crawler box be installed in front of this unit.
CHAIN-DRIVEN 26 SPLINE TRANSFER CASE 1989-1995:
This 26 spline transfer case is not real common. It is normally found in Toyotas with 4 cylinders having a transmission code of G58. This vehicle also has a vacuum disconnect differential (VDD). The shifter handle for this chain-driven transfer case is found on the transmission tailhousing. Our adapters do not have provisions for this shifter configuration. Therefore, if you are using this transfer case with our adapter, you must change the transfer case shift rails and top cover. Driveshaft modifications are normally required. No reduction gears are available for this style transfer case, nor do we offer any crawler box be installed in front of this unit.
CHAIN -DRIVEN 23 SPL. 26 SPL.
GM TH350 TRANS. PN50-3700
*THIS TRANS NEED A 700R ADAPTER ALSO
Transfer Case Support:
The transfer case support runs directly underneath the transfer case. Depending on the transmission you plan on installing and the transmission you are removing will determine whether or not the crossmember support will need to be relocated and if driveline modifications are required. Most Toyotas have a boxed-in frame rail which makes it difficult to move the crossmember back if needed. On conversions requiring the transfer case to be relocated further back, we offer an adjustable crossmember plate to assist you. This plate can be ordered under P/N 713125-C.
Toyotas that were originally equipped with a V6 engine will require crossmember modifications. When using our motor mounts, we provide P/N 713125-C which is an extension plate that bolts directly between the transfer case and crossmember. Some floorboard modifications on these vehicles are also necessary for the transfer case shifter handle.
Toyotas 1984-95, originally equipped with a 4 cylinder, had a stock drivetrain length of approximately 25-3/8”. When installing a new transmission and transfer case adapter longer than the stock drivetrain, you may have driveshaft modifications. Part No. 713125-C can be used in the relocation of your stock transfer case. Floorboard modifications may also be necessary for proper clearance on the transfer case handle. On some applications, the engine can also be cheated forward to retain the transfer case in the stock location; however, radiator and fan clearance become an issue.
Toyotas 1979 to 1983, originally equipped with the 4 speed or 5 speed transmission varied in transmission lengths. When performing an engine and transmission conversion, most of these vehicles will be required to relocate the transfer case and have driveshaft modifications. Part No. 713125-C can be used to relocate your stock transfer case. Floorboard modifications may also be necessary for proper clearance on the transfer case handle. If you are using this plate, it will allow up to 6” of movement towards the rear axle.
ADVANCE CRAWLING SYSTEMS
Tx2 Crawler Adapters:
Because of larger tires with a stock drivetrain, most Toyota trucks are not geared low enough. A double transfer case crawler adapter can be an easy solution to your gearing problems. Low gearing allows you control crawl over obstacles; and keeping the vehicle under control saves on wear & tear and, in many cases, less breakages.
We are pleased to release as part of our Advance Crawling Systems our all new redesigned Tx2. Designed for 1979-95 Toyota truck gear-driven transfer cases (21 or 23 spline), this new double bearing design is ideal to help with gear support and deflection. Tx2 kits have a casting length of only 2.375” long.
This gear box takes the stock Toyota transfer case from a low gear ratio of 2.28:1, to a 5.20:1 low gear ratio. The stock gear-driven Toyota transfer case is assembled from the factory in 3 basic portions. By using the front section of the transfer case as a donor box, our adapter will allow you to install this reduction box between your transmission and transfer case. When installing this unit, driveline and floorboard modifications are required. Since the stock transfer case is also being relocated further back, an extended speedometer cable will be necessary. The kits we offer fit both the 21 & 23 spline gear-driven transfer cases.
PN50-5905D - Tx2 Crawler Adapter for 21 spline gear-driven T/C toy housing3
PN50-5906D - Tx2 Crawler Adapter for 23 spline gear-driven T/C
PN716186-C - Speedometer cable extension
The 1979-83 Carbureted and the 1985-88 EFI T/Cs have the shifter on the transfer case with a 4 bolt cast iron base of 3-1/8" x 4-3/8". When using one of these cases as a donor box, your shifters would measure 6-1/2" apart.
1984-88 Carbureted and 1986-87 EFI Turbo T/Cs have the T/C shifter located on the transmission tailhousing with a 4 bolt aluminum base of 3-1/4" x 4". When using one of these cases as a donor box, your shifters would measure 11" apart.
The 1989-95 EFI T/C shifter is located on the transmission tailhousing. This transfer case has a 6 bolt aluminum base that houses both the transfer case & transmission shift handles. This aluminum base is 4" x 8". When using one of these cases as a donor box, your shifter’s would measure 10" apart.
Note #1 - The rear T/case must be a top shifting style (1979-83 Carbureted or 1985-88 EFI).
Note #2 - The reduction gear box can retain the original T/C shift rod location to match to the existing transmission, or the reduction box can be changed out to the 1979-83 carbureted or 1985-88 EFI box (T/C shift lever on reduction box).
Note #3 - Shift rods, forks & driveshaft flanges are interchangeable between all years shown.
Heavy-Duty Toyota Transfer Case Front Housing:
On the 4.77 gears, the stock case must be machined or ground to provide clearance for the cluster gear. You can grind the necessary clearance; however, it is recommended to machine the case for this clearance. If your not sure about this grinding or the machining process, we now offer a new heavy duty front Toyota housing. Our new Toyota HD housing can be used as a crawler box with stock Toyota gears or with our low gear sets. It can also be used as a new front housing for the lower gear sets listed above. This housing will save you time and money. When installing our low gears into a stock Toyota housing, grinding & machining on the stock case is required. Our housing has been engineered with additional clearance for our gear sets. Thus, hours of grinding & expensive machining labor are eliminated. This housing is made from 356-T6 heat-treated aluminum alloy with an average thickness of .550”. A “stock” housing is die cast aluminum and only has an average wall thickness of .200”. PN51-5911
GM 700R4 & 4L60 Transmissions
The 700R4 Automatic Overdrive Transmission was GM’s answer to the American consumer’s desire for better fuel economy. First introduced in 1982, the 700R4 was met with wide fanfare as the ideal transmission. The transmission featured an impressive 30% overdrive while also offering a low first gear of 3.06. The improved fuel economy added with a low off-road first gear made this transmission an immediately popular choice for conversions.
The 700R4 was basically designed to replace the retired TH350 transmission. The 700R4 was used in rear wheel drive passenger vehicles, S-series trucks, Blazers, ½ ton pickups and even a few ¾ ton trucks. The transmission was offered with the standard V8 90° bolt pattern which also included the 4.3 V6. A smaller 60° bolt pattern was also available for some smaller V6. Engines like the 2.8. The bolt pattern on the rear of the transmission was the same 4-bolt pattern as the TH350 but used metric bolts. The transmission always used a 27 spline output shaft. The 4wd output shaft protruded out of the transmission with a stick out length of 2.75". This stick out was approximately 2" longer than the TH350. 700R STOCK 4X4 700R-4L60 shafts
Another unique feature to the 700R4 was the lock up torque converter. This feature essentially locked up the torque converter to create a direct mechanical connection similar to a manual clutch transmission. By locking the converter at highway speeds the slip of the converter was eliminated. The results were lower RPMs and significant loss of generated heat. Although the 700R4 is not an "electronically" controlled transmission, this feature was controlled by a PCM. We offer a lock up kit under Part # 23-700R which can be used with carbureted engines or applications outside of the GM engine family. The 700R4 also uses a TV cable (or Throttle Valve) to control the shift points and line pressure. It is critical that special attention be used during the adjustment of the T.V. cable. Although GM should be credited with the introduction of such a revolutionary transmission, the transmission did suffer from a few glitches. GM persevered with the development of the 700R4, and to their credit, the transmission received all of the necessary upgrades by 1987. Something else to consider in researching and selecting a 700R4 is the wide aftermarket support available. Automotive aftermarket manufacturers have had over 25 years to master and perfect this transmission. The availability of better clutch packs, shafts and building techniques has allowed this transmission to reach several strength levels. The 700R4 can now be built around the consumer’s needs, which spread a wide spectrum from conservative highway vehicles to extreme completive racing and rock crawling vehicles.
In 1990, GM decided to code and rename their transmissions, the 700R4 is best described as a 4 speed, longitude transmission rated for vehicles around 6000 lbs. It was this information that was used to change its name to 4L60; therefore, a 700R4 and 4L60 are the same transmission. Later the transmission would become electronically controlled and the name was changed to 4L60E.
In 1990, GM decided to code and renamed their transmissions, the 700R4 is best described as a 4 speed, longitude transmission rated for vehicles around 6000 lbs. It was this information that was used to change its name to 4L60; therefore, a 700R4 and 4L60 are the same transmission. Later the transmission would become electronically controlled and the name was changed to 4L60E.
Forward Speeds .... 4
Dates Produced .... 1982 - 1990
Manufacturer .... General Motors
Case Length .... 23.375
Bellhousing Length ... Integral
Over All Length .... 23.375
Case Material ... Aluminum
Output Shaft Spline .... 27
1st Gear Ratio .... 3.06
2nd Gear Ratio .... 1.63
3rd Gear Ratio .... 1.00
4th Gear Ratio .... .690
Reverse Gear Ratio .... 2.29
Transmission Weight .... 175lbs