Retail Price: $755.16
The GM 700R4 adapter to the Land Cruiser 19 spline transfer case is 6.750" in length. And the overall length of the transmission and adapter is 30.125". The adapter material is 356 T6 heat treated aluminum alloy. The adapter kit includes an adapter housing, 19 spline spud shaft, transfer case shifter bracket, transfer case brkt spacers, transfer case input seal, sealed bearing, gaskets, fastening hardware, and adapter instructions.
Note: When using a GM auto, we recommend a new front transfer case flange yoke. This new front flange is 3.5" in diameter vs. the standard flange 4.250" to 4.500" will aid in front drive shaft clearance. Refer to PN716370, PN716371, or PN716369.
This adapter assembly fits August 1980 to 1989 transfer cases. The transfer case design was changed to a split-case design configuration with a 19 tooth internal spline on the input gear.
This kit is designed for exclusive use with the 2WD 700R-4 / 4L60. The overall case length of the transmission is 23.375", has a non-removable bell housing, and a 4 bolt square rear case. This is the first automatic overdrive that GM produced. Introduced in 1982, this transmission is offered in two different bellhousing / case designs (60 & 90 degree bolt patterns). All 4.3 V6 & GM V8 installations will require the 90 degree version. The internal components of these 700Rs can be interchanged if necessary. When this transmission was first introduced, it quickly developed a bad reputation for certain weaknesses. In 1987, GM resolved all of the problems that previously existed. In the 1990s, the name of the 700R transmission changed to 4L60. These transmissions are ideal for many conversions because of the 30% overdrive. The overall length of this transmission is 23-3/8". It has a 1st gear ratio of 3.06:1; 2nd 1.62:1, and 3rd gear ratio of 1:1. This transmission has a computer lockup for the torque converter. We offer a 700R lockup bypass kit, PN24-700R.
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
Almost everyone would agree that a Toyota Land Cruiser is a very tough and durable vehicle - but it won't last forever. When age, abuse, or expensive replacement parts reach their limits, and the need for a new engine approaches, that's where we can assist you. Whatever your engine, transmission or adapting requirements may be, you can be assured that Advance Adapters has the answer for you. We offer a full line of engine & transmission conversion parts. We also manufacture components for steering upgrades, overdrives, and transmission retrofits.
When deciding to do a conversion, the first step is to select the type and size of engine you would require. You should consider things such as dependability, power, economy, speed, price range, adaptability, and availability of equipment and parts. If you need the knowledge to perform the ordinary to the extreme, this manual is your source for parts and information. We have kits for new V6 & V8 engines, or the original Toyota 6 cylinder engine. We have adapters for use with the original 3 or 4 speed transmissions, or optional truck-type manual or automatics. This manual deals with several types of conversions, so you must be selective in determining what information and parts will be applicable for your specific conversion. Although the information covers each phase of the installation, a separate instruction sheet will come with your shipment illustrating how the parts are to be assembled.
With reference to engine conversion kits, we have found that the Chevy V8 is the most popular. We offer a complete line of products for both the Chevy V6/V8 and Ford V8 conversions. Depending on the year of the vehicle and the equipment that is being used, you may or may not require driveline modifications.
In recent years, one of the more popular conversions for the Land Cruisers has been the use of the Ranger Torque Splitter. The Ranger is a fully synchronized gear splitter that is used between the bellhousing and transmission assembly. When using the Ranger Torque Splitter, you will be able to avoid the cost of special bellhousing adapters and the expense of driveline modifications. Most Land Cruisers are equipped with 4:11 axle ratios which are not the most comfortable highway gears. When equipped with the Ranger 27% overdrive, the ratio is then reduced to a rear axle ratio equivalent of 3.03. We offer the two speed in a multitude of combinations. The gear box can be purchased to fit a Chevy or Ford bellhousing on the front side, and either the Toyota 3 or 4 speed transmission on the back side. We do not offer the Ranger to fit with the stock 6 cylinder because of the overall length. This added length causes problems with the fuel tank and transfer case linkage location.
We also offer several optional transmission-to-transfer case adapter kits. If you find your original 3 or 4 speed transmission to be in marginal condition, you can select from the various GM and Ford transmissions that can be adapted to your original Land Cruiser transfer case. Ford and Chevy transmissions can offer you several advantages such as added strength, the elimination of bellhousing adapter plates, and the need for stock transmission repairs.
In 1995, we began developing adapters to retrofit the NV4500 transmission into the Land Cruisers. This transmission has proven to be a very popular application. The overall length of this 5 speed makes it ideal for V8 conversions, since it positions the engine further forward for valve cover and distributor cap clearance. We have also performed this same conversion using the stock Toyota 6 cylinder engine. This transmission offers a super low first gear ratio of 5.61, and an overdrive ratio of 27%. Even though most of our Land Cruiser product line is designed around V6 & V8s, our adapters will also work on the GM 6 cylinders. The original Toyota 6 cylinder was very similar in design to this GM engine. For those wishing to retain a domestic 6 cylinder engine, they can easily install this GM engine. The same adapters required for a V8 installation would be used on this 6 cylinder, except for the engine mounts which will need to be fabricated. Another consideration for the GM 6 cylinder is the starter location. When using one of our conversion bellhousings, you must make sure that the starter bolts to the engine and not the bellhousing since our bellhousings do not have starter mounting provisions. When using a GM 6 cylinder with a stock Land Cruiser 3 speed transmission, a body lift must be installed for bellhousing clearance.
Mark's 4WD Adaptors: In 1993, we were assigned to be the exclusive U.S. distributor for Mark's 4WD Adaptors of Victoria, Australia. This company manufactures a Toyota Land Cruiser product line very similar to the Advance Adapter product line. The Land Cruisers in Australia have some variations from the models that we have. The most notable difference is the steering gear box, which is located on the opposite side (our passenger side). Because of variations such as this, we stock their products on a limited basis; however, any of their product line can be special ordered.
Currently, the most popular items that we are importing are their bellhousing adapters for all model Land Cruisers. Their special bellhousing assembly, specifically for Ford and Chevy V8 Land Cruiser conversions, bolts directly onto the front of the original Land Cruiser bellhousing assembly. This new housing provides a new engine location that simplifies the drivetrain positioning for the popular V8 conversion. This new design incorporates the use of a stock Chevy 168 tooth flywheel, Chevy pressure plate, clutch disc, original Toyota release bearing, throw out arm, and slave cylinder. This kit is a little more expensive than the our bellhousing design, but offers some distinct advantages which makes it a good option for a V8 conversion. We supply the necessary components to adjust the engine position to accommodate the North American steering configuration.
When using the Mark's bellhousing, you will be able to retain the bellhousing support on the driver's side by simply spacing it away from the original bellhousing. The passenger side mount has been re-manufactured and will offer an ideal engine location without driveline modifications.
No matter what your drivetrain or conversion needs may be, we are fully capable of supplying the necessary components for your Toyota Land Cruiser. This manual will help you to identify your stock drivetrain components and give you your conversion options. It also supplies information of steering upgrades, as well as reprint articles about converted vehicles. If you should have any questions or need clarification on your specific application, please feel free to contact our trained technical sales staff.
TOOLS REQUIRED: Toyota Land Cruisers 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 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 Land Cruiser service manual.
The next 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 bellhousing adapters for most Chevy and Ford engines. Depending on what motor you choose, every practical need can be met. The overall size of your Land Cruiser provides you an easy installation with a minimum amount of modifications.
Chevy 292 In-line 6 Cylinder: If you are not looking for the power increase of a Chevy V8 but want the availability of Chevy components, the installation of a Chevy in-line 292 cubic inch 6 cylinder engine is a good choice. When using this engine, costs can be minimized since the location is identical to that of the original 6 cylinder. We do not offer any type of motor mounts to install this engine, so some fabrication will be required.
NOTE: When acquiring a Chevy 292, make sure that the engine has starter provisions located directly on the block.
Once the selection of your engine has been made, there are now a number of items that you must consider. The information listed in this section will cover most of your conversion considerations.
MOTOR MOUNTS: Your next requirement will be to purchase the proper engine mounts. The motor mounts we offer are for the Chevy V6/V8 and Ford V8. The V6/V8 mounts are a complete frame-to-block mounting system that uses a dual rubber donut design fastened together with a hardened bolt. This combination offers a positive means of securing the engine for the most severe offroad conditions.
Our universal motor mounts can be adjusted to accommodate the best possible engine location. Our universal Chevy and Ford side mounts are your best choice for Land Cruisers. The universal mounts are designed to be welded into position. When you position your engine (with the weld-in mounts), you must take into consideration such things as oil pan, steering box, and firewall clearances. Our Chevy V6/V8 mounts include new scab plates that should be welded to the inner frame rails. This will allow a better weld for the engine support bracket to the frame. On Ford V8 universal mounts and LS1 mounts, the frame enclosures can be ordered under PN713124-PLT.Scab Plate
Our engine mounts are provided with a slot for locating the engine assembly between the frame support bracket. The slots on the engine mount will allow your engine placement to be lined up in the desired location. PN713124 - Chevy V6/V8 motor mounts PN713002 - Ford V8 motor mounts PN713088 - Chevy LS1 & Vortec Gen. III motor mounts
ENGINE LOCATION: Depending on your engine selection and transmission type, you will find that the Toyota Land Cruiser chassis has ample room. We have established some guidelines for the most popular conversions, but due to the various combinations we suggest that you consider all of the options before final drivetrain location is established. Keep in mind that the original driveshaft length can be maintained - provided the transfer case is kept in the original location. Many times customers will sacrifice engine location to eliminate driveshaft modifications. We highly recommend that you position the engine in a location similar to the measurements to follow. Driveline modifications are cheaper in the long run than improper engine placement.
The correct engine location on a FJ40 is easily determined by measuring from the rear edge of the shock tower. The placement of the “L” bracket will vary because there are several drivetrain combinations. An ideal location for the “L” bracket is between 8” to 12” from the rear of the stock tower to the center of the “L” bracket. When placing the engine between the frame rails, it should be offset 1/2” to 1” (depending on which transmission is being used) toward the driver’s side to allow for proper front driveshaft clearance. When positioning the engine, the height of the “L” bracket should be either flush and/or up to 1/2” above the frame rail. This varies due to the lateral location of the “L” brackets. Ideally, the engine should have a 3 to 5 degree tilt towards the rear once the engine and transmission are installed. NOTE: These are only guidelines to assist you. Not all engine conversions are the same. Mount Location 1 Mount Location 2 Engine Centerline Elongated Holes
When retaining the stock 4 speed, driveline modifications are normally required. It is critical not to place the engine too far forward since this will cause problems with the 4 speed shifter handle location and the heater vent. One way to alleviate these problems is to utilize the Mark’s 4WD bellhousing adapter or the Ranger Torque Splitter. Either one of these options can result in eliminating driveshaft modifications as well as other clearance problems. Using either one of these options will allow you to leave the 4 speed in the stock location and build forward, thus allowing the engine placement to be determined. TLC 4 Speed Heater
On 3 speed conversions, the same rules apply with regard to the Mark’s adapter or Ranger Torque Splitter. The 3 speed can also be retained by reversing the front and rear drivelines and then locating the engine placement accordingly. However, you will have floorboard modifications, and the engine placement may not always be in the ideal location.
When converting to a new engine and transmission, it is impossible for us to determine whether or not driveline modifications will be required on your application. By using the engine placement suggestions, place the engine in a location that best suits your needs. As a reminder, driveline modifications will sometimes simplify a conversion verses an incorrect engine placement, which could cause other problems and expenses. Whatever engine is being installed (Ford or Chevy V8), we highly recommend that the frame rails have a scab plate welded into position. This material is 1/8" thick flat steel and should be positioned directly between the frame rail and our support mount. To make sure that you select and position your Land Cruiser drivetrain in a suitable location, you should consider the following: Radiator Clearance Oil Filter Accessibility Transmission Adapter Steering Box Clearance Exhaust System Allowance Transmission Shifter Location Transfer Case Shifter Location Hood Clearance for Air Cleaner Firewall Clearance for Distributor Front Axle Clearance for Balancer Driveshaft Angles for Starter Motor Optional Ranger 2 Speed Installation Optional Saginaw Steering Conversions Optional Headers for Strg. Box Clearance Heater Clearance around Transmission Shifter
DISTRIBUTOR CLEARANCE: A V8 engine fits well into the Land Cruiser engine compartment. Most applications do not require any firewall modifications. When positioning the engine in the most rearward location and using a large H.E.I. distributor cap, firewall modifications may be required on this type of Chevy application.
BATTERY LOCATION: The battery mounting plate and support will need to be relocated behind the passenger side headlight or the passenger side firewall if the heater is not going to be used. The stock battery tray can be used, or some companies offer an aftermarket battery mounting tray that could be used as an alternative.
RADIATOR: Most applications can retain the stock radiator for cooling the new V8 engine; however, for the ultimate cooling option we offer our own band of aluminum Rad-A-Kool radiators. Our 2 core radiator can be ordered with or without a transmission cooler (P/N 716697-AA for automatics or P/N 716697-AB for manuals). These radiators fit the 1960 to 1983 FJ40 and FJ45 Land Cruisers. The radiators measure 20-1/2” tall, 20-1/4 wide, and 3” thick. NOTE: These radiators will not fit later model FJ40s with factory air conditioning. Please specify if your vehicle was equipped with factory air conditioning. A special radiator measuring 19” tall, 22-1/2” wide, and 3” thick can be ordered to fit your application at no additional charge. Aluminum Radiator Features: *1” wide core tubes *No Epoxies,100% TIG Welded *Air Pressure Tested *18 Fins per inch *Temperature Sensor Provision *.083” Mounting Flanges *Billet Filler Neck *Cross Flow Design *LT1 or LS1/Vortec order option Our billet filler neck requires a standard GM overflow system style cap (3/4" depth). We recommend a 15 lbs. to 22 lbs. cap pressure. A higher pressure cap increases the boiling point. A higher pressure cap keeps the fluid in the cooling system, not the recovery tank. We offer a new 22 lbs. radiator pressure cap. This cap, PN716679, fits our Aluminum radiators. Our Toyota radiator can be ordered with or without a transmission cooler. The radiator has two 1/4" NPT fittings welded into the tank. We also include two 1/4” Male NPT x 5/16” inverted flare fittings. A benefit of the transmission cooler in the radiator is the heat exchange between the radiator and the tranny cooler. The radiator brings the transmission fluid up to a safe and constant operating temperature.
Our radiators are designed to fit standard GM engines. Newer blocks such as the LT1, LS1, and Vortec Gen. III blocks will require some additional features to be added to the radiator. A steam return option and smaller water inlets and outlets must be incorporated to our radiator when using it to a newer block. When ordering, please add LT1 to our part number when using a LT1 block, and add LS1 to our part number when using a LS1 or Vortec Gen. III block.
When using the stock Land Cruiser radiator in a Chevy application, a lower hose from a 1973 V8 Chevy pickup can be used. For the upper hose, DAYCO P/N 70858 or Napa P/N 7672 works well. The thermostat housing must be a straight design. For a Ford engine swap, a trip to your local auto parts store will be necessary since we do not have any suggestions for these applications.
FANS: On most conversions, you will be able to use a stock engine-driven fan. Most custom Land Cruiser aftermarket companies offer fan shrouds that work well with the engine-driven fan. We have seen a few engine-driven clutch fans that are too large in diameter to allow access for the radiator hoses. These can be switched out for either a flex fan or electric fan. Electric fans have become a popular addition to aid in cooling most engine swaps. Electric fans can be positioned in front or behind the radiator and offer efficient engine cooling.
The Spal fans we offer are the high performance straight bladed pusher or puller fans. These 16” fans are 16.3” tall, 15.75” wide, and 3.39” deep at the fan’s motor. The fans are rated at 2360 CFM and, being that they are pre-shrouded, they are ideal for cooling larger engines. The only down side of these fans is the noise they generate that can be heard from the driver’s seat (worse on a pusher than a puller). 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. PN716670 is our puller fan kit and PN716671 is our pusher fan kit.
TEMPERATURE BUSHING: When installing a Chevy engine, PN716023 will allow you to retain your stock sending unit. With this bushing you can reinstall the original Land Cruiser temperature probe back into the intake manifold or head of most Chevy blocks. This special bushing has a metric female thread for use with the original probe. The outside diameter of this bushing is 1/2” with a pipe thread. Ford engines, Chevy LT1, LT4, LS1, Vortec engines have a smaller diameter hole in the block for the sending unit. These blocks will require the bushing listed above plus an in-line temperature sensor adapters. These adapters fit on the radiator hose and allows you to retain your vehicle stock temperature sending unit and stock gauge. These units are offered in either 1-3/8” or 1-1/2” hose diameter. PN716673A - 1-3/8” with 1/2” sensor hole. PN716674 - 1-1/2” with 1/2” sensor hole.
WATER PUMPS & THERMOSTATS: We offer a high performance line of water pumps that will aid in V8 cooling. 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.
Chevy & Ford blocks can usually retain a stock serpentine 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.
FLOWKOOLER Pumps: PN25-1668 - GM short water pump (1955-91 Chevy). This water pump is 5-11/16” long. (GM short water pump has limited accessory mounting bracket options) PN25-1759 - GM long water pump (1955-91 Chevy). This water pump is 6-15/16” long. FLOWKOOLER Thermostats: PN25-1600 - 160 degree high flow thermostat PN25-1800 - 180 degree high flow thermostat (All brass and copper construction with a “balanced sleeve”)
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 Chevy headers are offered in both a “fender well” or “inside-the-frame rail” design. Due to vehicle variations, some modifications may be required when using our exhaust header systems. For example: PN717006-HDR headers can be used, requiring slight modifications to the lower fender skirting. The headers go up and over the stock Land Cruiser steering system and directly downward on a slight slope to the rear. Our headers are designed around conversions using our motor mounts. These headers are available in chrome or non-plated. When ordering specify (NP) for non-plated after the part number. PN717006-HDR - Fender well Chevy V8 headers PN717011-HDR - Ram horn style Chevy V8 headers (inside-the-frame rail) PN717015-HDR - Ram horn style Chevy V8 (std port head w/ angle plugs) PN717016-HDR - Ram horn style Chevy V8 (D-port head w/ angle plugs) PN717012-HDR - Inside-the-frame rail Ford V8 header PN717043-HDR - Gen III center dump headers. For smog legal conversions, stock manifolds will be required. For Chevy applications, most late model manifolds are a rear dump. Fitting these rear dump manifolds into a Land Cruiser can sometimes be a tight fit when using the original Land Cruiser steering box. You will find that the clearance between the two will be very limited. When selecting stock manifolds, we suggest a Chevy passenger car-style which will allow a bit more clearance. If you are not required to be smog legal but wish to use a stock manifold, we recommend the use of the Centerdump or Rams horn style (GM Rams Horn centerdump manifold #372243). Select manifolds that have alternator mounting bracket holes.
On Ford applications, the exhaust manifolds off a Mustang or Explorer V8 should provide ample clearance for the stock steering and frame rails. Smog exempt vehicles could use manifolds off of an early Maverick or Comet. These manifolds, however, are rear dump and can cause some clearance problems with the stock Land Cruiser steering box.
OIL PRESSURE GAUGE: The original oil pressure gauge can be retained and the sending unit reinstalled back onto the new engine. On Chevy V8 conversions, you will need to use a 1/8" NPT x 1-1/2" pipe nipple and a 45 degree elbow for installation behind the V8 distributor. Use a thread sealant tape to compensate for the metric thread installation into the 1/8" pipe size.
EMERGENCY BRAKE: Some Land Cruisers are equipped with an emergency brake drum on the back side of the transfer case. When installing a V8 engine with the original transmission, the drivetrain will either remain in the same location or extend forward. Modifications to the brake cable in either case will not be required. On conversions using a longer transmission combination than stock (such as an automatic), you will be required to reroute this cable, and/or possibly extend it.
SPEEDOMETER CABLES: The speedometer is connected to the backside of the transfer case. When installing a V8 engine with the original transmission, the drivetrain will either remain in the same location or extend forward. On conversions using a longer transmission combination than stock (such as an automatic), you may be required to reroute the speedometer cable. If the cable is still too short, we offer a 12” extended cable, PN716186-C.
THROTTLE REQUIREMENTS: Your stock throttle pedal can easily be connected to a universal cable linkage. We offer a few custom cable linkages to aid in this connection. These cut-to-fit assemblies work great with most conversions. PN23-0010 - 24” SS Hi-Tech throttle cable PN23-0012 - Tuned Port SS throttle cable PN23-0011 - 24” Universal black throttle cable PN23-0015 - Stainless Steel carburetor bracket. We also offer a new custom throttle pedal for Land Cruisers, PN23-0013. This new adjustable pedal can be offset to either side of the pivot mount. The pedal can be installed into a 1974-84 Land Cruiser with the use of our bracket (PN715565), or it can also be mounted to the stock bracket with a few small modifications. Land Cruisers 1973 & earlier must fabricate a mounting bracket.
STEERING: The early model Land Cruisers were equipped with a steering gear box that was located at the base of the steering column. The stock Land Cruiser steering system often had excessive play and backlash. You have the option of utilizing your stock steering or upgrading to a Saginaw steering system. The Saginaw system is a proven advantage for these vehicles. Both manual and power steering kits are available. For more information, refer to the Saginaw Steering section in this manual.
CROSSMEMBERS: Land Cruisers (1963 to August 1980) supported the stock transmission & transfer case by using a set of bellhousing mounts. Most engine conversions will require the removal of these stock bellhousing mounts. To properly support the drivetrain, a new crossmember is normally required. We offer two types of crossmember designs.
Transfer case crossmember: This popular design bolts on the back of the stock transfer case. For most conversions, crossmember PN716022 works well. This crossmember replaces the 6 bolt cover on the rear of your stock transfer case. By removing the stock cover, our new crossmember bolts in its place. This crossmember kit comes with a gasket and 6 stud bolts. These new studs will provide a much stronger connection between the new crossmember and the back of the transfer case. The crossmember support has a special welded cup that allows for clearance of the transfer case output shaft. Position the crossmember onto the back of the transfer case and secure it using the nuts provided. This crossmember extends outward to each frame rail. It is supported by “L” brackets that must be welded to the frame rail (similar to the motor mount installation). The frame rails should be scabbed-in using the scab plates provided with the kit. These components are insulated on rubber cushions. This crossmember is recommended with all transfer case adapters except when using a TH350, 700R & TH400.
FJ55 & longer tranny assemblies: On FJ55 wagons and longer transmission assemblies such as the TH400 or NV4500, you will need to use a different crossmember assembly, PN716022-TSW. The frame rails start to taper outward, so it is necessary that you have longer frame brackets on these particular applications. TH350, 700R & TH400 automatics: When installing an automatic transmission to your transfer case, we recommend the use of a new crossmember, PN716004, underneath the adapter housing. All of the Advance Adapter tailhousings have two tapped holes for this standard rubber support. This provides an excellent support, although it does take away some of the ground clearance necessary for 4-wheeling. This crossmember kit comes complete with frame brackets and the crossmember support mount necessary for the adapter connection. The crossmember for the TH350 & 700R bolts to the bottom of the adapter housing using a stock GM rubber mount. This tubular crossmember extends to the inner frame rails. It is supported by “L” brackets that must be welded to the frame rail.
1981-1990: Vehicles with the split-style 19 spline transfer case used a crossmember that was located underneath the stock transmission. Some of our transfer case adapters will allow you to retain this stock crossmember; however, it will need to be relocated on the frame rails. Some of our other transfer case adapters for applications like the NV4500 & TH400 require you to fabricate a new crossmember.
A conversion crossmember for the FJ60 and FJ62 Land Cruisers is also available. Although the adapter for the GM 700R or 4L60E transmission allows you to retain the stock rubber crossmember mount, it still requires you to modify it to fit the stock crossmember to fit the transmission mount in the new location in the frame rails. The new crossmember mount, PN716183, is a weld-in kit that will increase your ground clearance. This mount reuses the factory rubber mount and is adjustable to fit the frame rails with the newly installed transmission.
FJ60 retaining the 4 speed: On FJ60 engine conversions retaining the original 4 speed transmission, you will need to keep the original transmission support that runs directly underneath the 4 speed transmission. To alleviate the relocation of this stock crossmember, we highly recommend the use of the Mark’s 4WD adapter or the Ranger Torque Splitter. Both these applications will allow you to retain your stock 4 speed and crossmember in its original location.
FJ60 with stock automatic: On FJ60 engine conversions retaining the original automatic transmission, you will retain the original transmission support that runs directly underneath the stock adapter housing. On vehicles replacing this automatic (depending on the transmission application you chose), you may need to fabricate a new crossmember to fit your transmission choice.
FJ62, FJ80, FZJ80, and 100 Series with stock automatic: On all of these engine conversions retaining the original automatic transmission, you will retain the original transmission support that runs directly underneath the stock adapter housing. On vehicles replacing this automatic (depending on the transmission application you chose), you may need to fabricate a new crossmember to fit your transmission choice.
SUSPENSION & BODY LIFT: No major suspension modifications are required when installing a new V8 engine. A Chevy or Ford V8 is approximately 250 lbs. less than a stock 2F engine. A Chevy or Ford V8 engine can normally be installed without your vehicle having a body lift; however, body lifts on any Land Cruiser conversion will provide additional drivetrain clearance. Chevy 292 in-line 6 cylinder engine conversions retaining the stock 3 speed will require a 1” body lift for bellhousing clearance.
ELECTRICAL SYSTEM: If using a “points” type distributor, you will need to install the GM coil and resister (listed below) and wire as illustrated. GM Coil GM# 1115202 GM External Resistor GM# 1957145
When using an “H.E.I.” pointless distributor, you will need to couple the wire that was originally attached to the positive side of your stock coil directly to the “H.E.I.” distributor. This wire attaches to the ignition post on your ignition switch. It is routed through a 15 amp fuse at the stock fuse holder panel and then to the positive side of the stock coil.
For computer controlled blocks, we recommend that you purchase a wiring schematic from your local dealer that identifies the correct color codes of the wires. When doing in-house conversions using the later model blocks, we have found it easier to purchase a custom wiring harness from the following companies: Howell Engineering (810) 765-5100 (GM harnesses) BTB Products (702) 568-1511 (GM Vortec harnesses) Street & Performance (501) 394-5711 (GM & Ford harnesses) Wiring
STOCK AUTOMATIC TRANSMISSION (A440F & A440L) ELECTRICAL SYSTEM REQUIREMENTS: This transmission is electronically shifted. For this transmission to operate properly when coupled to a GM engine, it will require two readings. The first is a reading from the tachometer and the second is a throttle position sensor. The throttle position sensor from the Land Cruiser engine must be fabricated to fit onto the new GM engine. The tachometer reading can be obtained by the tachometer interface kit offered by Mark’s 4WD.
TACHOMETER INTERFACE: Mark’s 4WD Adaptors offers a new interface kit designed to calibrate you existing Toyota 6 cylinder gas engine tachometer. This kit works with the GM V8 engine and eliminates the inconvenience of removing your tachometer from your dashboard to have it re-calibrated. The unit is easy to install and only requires a couple of wire connections. This kit can be ordered under PN716242.
We offer conversion components for the 1963 to 2002 Land Cruiser models. Between these years, several different style transfer cases have been designed for use in Toyota Land Cruisers. It is extremely important that you know which model you have before switching transmissions. The Transfer Case Adapter Selection Chart in this section highlights the various transmission-to-transfer case options. Some of the newer Land Cruiser transfer case adapters are not listed on the adapter chart, but the adapters are listed under the transmission options that follow.
Pre-1963 Transfer Cases: Early Land Cruisers produced before 1963 used a small cast iron single speed transfer case. There are no adapters available for these early models. We suggest that you purchase a transfer case from a later model Land Cruiser.
1963 to 1973 Transfer Cases: Between the years 1963-73, Toyota began equipping Land Cruisers with a 3 speed transmission and a one-piece aluminum transfer case. This transfer case has a low ratio of 2.12:1. The input side of this transfer case has two gears: a main drive gear and a P.T.O. gear. Both of these gears have 10 internal splines and a diameter of 1.375". These cases are equipped with a vacuum style shifter for operating the transfer case controls. Later on, this transfer case was switched to a mechanical-type shifter linkage, which eventually evolved into the later model 4 speed linkage design. Note: We do offer a heat treated spacer for replacing the stock PTO gear. This spacer is PN716160 and it requires two of them but it is the exact length as the stock PTO gear.
When using one of our transfer case adapters, our output/spud shaft is shorter than your original output shaft. The spacer and tab washer will not be reused with our adapter kits. The photo (right) shows the proper assembly on one of our shafts.
When replacing the stock 3 speed transmission, you will lose the stock bellhousing mounts that supports your drivetrain. Refer to the Crossmember subheading in the Engine Conversion section for your options. TLC 3 Speed Stack Up
1974 to July 1980: Beginning in 1974, Toyota started using a 4 speed manual transmission. The transfer case still had two gears on the input, but the input gear was changed to 16 splines and was 1.259" in diameter. The transfer case low gear ratio was a 1.95:1. This transfer case was only available with a mechanical linkage. The transfer case bolt pattern was the same as the earlier 3 speed aluminum models.
When using one of our transfer case adapters, our output/spud shaft is exactly the same length as your original output. The gears and spacer will all be reused, but the old rear nut and washer will need to be replaced (items provided in kits).
1963 to July 1980 Transfer Case Upgrade: Advance Adapters is proud to offer the Orion transfer case. This new 4.0:1 ratio and cast iron case design is sure to capture the attention of the Land Cruiser enthusiast. Advance Adapters is not the manufacturer of this new transfer case; however, we are the exclusive distributor. PNORION-TC
The Orion kits come with a new cast iron case, four new gears, a new larger cluster pin, and a complete gasket bearing and seal kit. This transfer case, however, is not a complete â€˜ready-to-bolt-in' unit like the Atlas. The transfer case does require the use of your stock front and rear output shafts and housing. The new unit also requires the use of the stock P.T.O. and inspection covers.
The unit can be used to replace either the stock 3 or 4 speed transfer case. The new case is exactly the same size and bolt pattern as the stock Land Cruiser transfer case, so no driveline modifications are required. It will fit to any transmission that a stock transfer case was coupled too. 716022
August 1980 to 1989: In August of 1980, major drivetrain changes occurred in both the FJ40 and FJ60 models. The transfer case design was changed to a split-case configuration with a 19 tooth internal spline on the input gear. The low gear ratio was 2.27:1 in these transfer cases. There are three different models of this transfer case; however, the differences are very minor. The transfer case adapters we offer will work with all three models. Click here for Low gear options for this transfer case. TLC 19 Spline 1 TLC 19 Spline 2
Transfer Case Upgrade for the Split Case: We offer low gear upgrades for this transfer case transfer case as well as complete bearing and seal kits and a twin stick shifting option. The gear option is offered for the 34MM and 38MM case and gives you a 4:1 low and a 10% reduction in hign range. PN716938. The rebuild kits are complete bearing and gasket sets, PN401420. The idlers are sold separately for the 34MM and 38MM under PN401418 or PN401419. The last upgrade is the twin stick shifter for the tranfer case which allow 2WD low, PN715569.
When using one of our transfer case adapters, our output/spud shaft is exactly the same length as your original output shaft. The gears and spacer will all be reused, but the old rear nut and washer will need to be replaced (items provided in kits). The photos below show the proper assembly.
REPLACING THE STOCK 4 or 5 SPEED MANUAL TRANSMISSION: The crossmember is located under the transmission. When installing a different transmission, this mount may need to be relocated or replaced. This depends on the transfer case adapter. Some of our adapters have provisions to retain the stock mount while others require a custom one to be fabricated.
REPLACING THE STOCK AUTOMATIC TRANSMISSION: The stock crossmember was bolted under the stock adapter housing. None of our adapters have the provisions to use this crossmember without modifications. We have not seen a great deal of these transmissions being replaced and, therefore, cannot offer much assistance in this area. FJ-60,62 TRANSMISSION MOUNTS (2) FJ-60,62 TRANSMISSION MOUNTS (1)
NOTE: Our rear transfer case support, 716022, will not work on a 19 spline split transfer case.
1990 to 2002: In 1990, a new transfer case model was introduced, the HF2A. This transfer case is a full time 4WD unit. We offer a few transmission adapter housings from Mark's 4WD Adaptors that retain this transfer case. Most applications do not require driveshaft modifications, nor do they require crossmember modifications. The adapters we carry for this transfer case are designed around replacing the A442F automatic transmission only.
We also offer a low gear set for this transfer case 3.0:1 or 25% lower than stock. This gear set is offered under PN716940.
|GM 700R4 & 4L60||PN50-8904A|
|GM 4L60E (2wd) (1993-1996)||PN50-0409|
|GM 4L60E (2wd & 4wd) (1997 - Present)||PN50-0420|
|GM 4L80E (4wd)||PN50-1702|
TRANSFER CASE CONSIDERATIONS: Optional transfer case equipment such as overdrives (Fairy Overdrive) and/or P.T.O. winches WILL NOT be compatible with any of our transfer case kits. The one exception to this would be the P.T.O. winch that bolts on the driver's side of the transfer case.
SEALED BEARING (Early 10 spline & 16 spline transfer cases only): Most of the adapters on the Transfer Case Selection Chart come with a new 307 sealed bearing. On some of the manual transmission adapters, this bearing is not provided because the two gear boxes use the same type of lubrication. If you would rather isolate your gear box fluids, a sealed bearing can be purchased under PN716301.
BOLTS FOR TRANSFER CASES: The stock Land Cruiser transfer case bolts are metric. Most of the transfer case adapter housings we manufacture are drilled and tapped for 7/16â€-14 fasteners. These bolts are a little smaller in diameter than the stock metric bolts; however this will not cause any problems when fastening the units together. We also produce a few adapter housings that retain the stock metric fasteners. es replacing the 5 speeds.
NYLON LOCKNUT: We supply a new 7/8â€-16 nylon lock nut and flat washer for your conversion. When installing one of our transfer case adapters, this nut secures the drive gear and P.T.O. gear onto the transmission output shaft or our spud shaft. This nut is a standard item that is used on most Jeep transfer cases. It does not require the use of a cotter pin to lock the nut in position. The nut must be replaced every time it is removed from the shaft. Nuts that are reused could possibly loosen up after continual use. This nut must be used with the new flat washer. The nut must be torqued to a maximum of 75 ft./lbs. in order to prevent bearing pre-load. This nut replaces the bushing, tabbed washer, and lock nut used on the original transmission and transfer case assembly. On some of the newer transfer cases, the adapter kit will sometime reuse the stock locknut that was originally equipped on the transfer case.
TRANSFER CASE REBUILD KITS: We offer transfer case rebuild kits that include the necessary seals, gaskets, and bearings for both 3 & 4 speed transfer cases. When performing an engine or transmission swap, it is usually a good time to inspect and replace possible wear items. These kits can be ordered under PN401310 (3 speed kit) & PN401416 (4 speed kit).
TRANSFER CASE OUTPUT SHAFTS: We offer new transfer case output shafts. We carry these shafts for both the Orion transfer cases and for worn out stock units. We have found that most stock transfer case output shafts have excess wear on the gear journals. These new shafts provide a closer tolerance install for the Orion gears. PNO40500 (T/Cs up to 4/1975) & PNO40501 (T/Cs 4/1975 to 7/1980)
TRANSFER CASE STEPPED THRUST WASHERS: The thrust washers are an important and critical area when installing transfer case gears on your Toyota shaft. The first step is to inspect the transfer case output shaft for excessive wear and to make sure the gears fit the shaft. If your shaft is worn excessively, the gear will be a loose fit and/or will be able to wobble. If this is the case with your shaft, replace it. The end play of the gear on the shaft must be set. The shaft and gears should be set at .008"-.012" of end play. These thrust washer are stepped. One side has a recess of .015" - .017" and the other side of the washer has a .008" - .010" recess. By using one side of the washer or the other or by using your stock washers, you should be able to get close to the required tolerance. On some stock applications, the end play ends up to be close to .030". PNO60080
TRANSFER CASE LINKAGES: The 3 speed transfer case vacuum shift linkage rod will need to be repositioned so that the pivot point will be on the inside of the frame rail and directly below the firewall linkage rod. The metric threaded bracket (supplied with the 3 speed kits) will permit you to bolt the two rods together and then locate the bracket in a neutral position to the two rods. We do not recommend the pivot location be installed on the engine. This pivot bracket, P/N 716024, is only required on vacuum controlled transfer cases. We have found that most customers prefer to update their transfer case to the mechanical shift linkage.
3 & 4 Speed Mechanical Linkages: The stock Land Cruiser 3 & 4 speed transfer case linkages used a pivot stud that mounted to the stock 3 or 4 speed transmission. When changing to a new transmission, we offer many brackets that allow the mounting of this pivot stud. Due to the various widths of conversion transmissions, there may be some modifications necessary to the shifter linkage to obtain proper shifting. Most of the brackets we manufacture do not allow you to retain the stock sheet metal gating shift guide.
The mechanical linkages on late model 3 speed and 4 speed transfer cases are all in a relative location from the front of the transfer case. If you are using an adapter that requires the relocation of your transfer case, a new hole through the floorboard will be required for your transfer case linkage. On some transmission retrofits (such as TH400 or 700R), we have had customers bend the transfer case shift handle to fit back through the original hole in the floorboard to alleviate this floorboard modification.
On some engine conversions, we have seen the mechanical shift linkage location end up being directly beneath the passenger side seat. This is usually caused by the engine location, which is sitting too tight against the firewall. The only remedy is to modify the shift handle of the transfer case control lever so that it comes forward of the seating area. Before final engine and drivetrain locations are set, we recommend test fitting your transfer case linkage.
The 1975-80 FJ40 vehicles used a different type of mechanical transfer case linkage than the earlier Land Cruisers. The early mechanical linkage used a bellcrank system to operate the high/low shift lever. The 1975-80 linkage simplified the shifter by eliminating the bellcrank and having a rod fasten directly to the High/Low lever, thus making this linkage easier to install and better suited for the transfer case. Whenever possible, we recommend using this later model designed mechanism for an easier installation.
In August 1980, the transfer case linkage on the FJ40s and the newer FJ60 vehicles (equipped with the split-case aluminum transfer case design) used a pivot pin similar to the 1975-80 four speed design. Most of our transfer case linkage brackets were not designed for the split-style transfer case; however, most of our brackets can be modified to accommodate this linkage. Before installing the drivetrain back into the vehicle, you should test fit your transfer case linkage and make the necessary modifications. Make sure that your linkage properly shifts into all ratios and that the installation into the vehicle permits the transfer case lever to properly engage and disengage 4WD.
Land Cruisers originally equipped with an automatic were also equipped with a vacuum actuator for the stock transfer case. This transfer case should not require any additional linkage.3 & 4 Speed Mechanical Linkages Brackets:
The pivot shaft for these mechanical transfer case linkages was located on the side of the stock transmission. This pivot shaft location is roughly 2â€ different between the 3 speed transmissions and the 4 speed transmissions. The 3 speed linkage pivot was closer to the front of the transfer case than that of the 4 speed. The brackets listed below are mainly designed around the 4 speed pivot position. When using one of our brackets listed below on a vehicle previous equipped with a 3 speed, the transfer case bracket may require some modifications to fit your linkage.
The 10 spline (3 speed transmission) transfer case used either a vacuum or mechanical linkage. On the transfer case adapter kits replacing the stock 3 speed transmission, a shifter bracket for both of these types of linkages is not supplied in our adapter kits. On 10 spline transfer cases that are a mechanical linkage, you can call and receive a bracket at no charge. (Note: These brackets are designed around the 4 speed applications. Some modifications to your stock linkage may still be necessary). On vacuum operated linkages, we offer pivot bracket PN716024.
The 16 spline (4 speed transmission) and the 19 spline (split-case) transfer cases are both mechanical linkages. Most kits for these transfer cases include a transfer case shifter bracket to retain the mechanical linkages. Some problems retaining these linkages do occur. The most common problem is the mode lever (2WD to 4WD shifter). Due to the various transmission widths, this portion of the shifter sometimes requires modifications to fit properly into the transfer case Mode shifter shaft.
To simplify the transfer case shifter mechanism we have designed a new adjustable twin stick Land Cruiser transfer case shifter. Our new linkage kits still require the pivot brackets listed below, but allow you a cleaner installation with a few additional options. The following page describes these new twin stick shifter kits.
Land Cruiser Linkage Early Bell CrankPN715520 - TH400 linkage bracket PN715521 - TH350/700R linkage bracketPN715527 - SM420 linkage bracket PN715530 - SM465 linkage bracketPN715532 - NV4500 linkage bracket PN715539 - NV4500 linkage bracket (19 spline T/C)
Toyota Land Cruiser Transfer Case Twin Stick Shifters:The twin stick shifter was primarily developed to reconnect the transfer case linkage after installing one of our automatic adapter kits. The transfer case gets relocated further back which required shifter modifications. This is where the development of the twin stick originated. Once the concept and the first linkages were manufactured, the integration of the twin stick to our entire Land Cruiser product line along with a stock vehicle was initiated. As we started looking into the various applications, we soon realized the numerous configurations the twin stick kits would have to have. We currently produce five different versions of our twin stick kit. Kits exist to fit various drivetrain combinations. The differences in these kits are mainly the shift handle configuration and the rod lengths that shift the Mode and Range levers on the transfer case. Even though we produce five different kits, some kits will still require some bending of the shift handles for a proper fit into the vehicle; and once these handles are bent they will also require some welding. Other kits may also require some shortening of the Mode rod and Range rod. The kits listed below fit both 3 speed and 4 speed transfer cases. Note that when replacing a vacuum operated shift mechanism with our twin stick linkage, you will be required to purchase some additional stock components. The following are the most popular conversion applications:
PN715571 Chevy V8 with a SM420 or SM465 transmission and our transfer case adapter or Chevy V8 with the stock 4 speed
PN715572 Stock 6 cylinder with stock 4 speed
PN715573 Chevy V8 with TH350, 700R, & NV4500 transmission using our transfer case adapter
PN715573B Chevy V8 with a TH400 transmission using our transfer case adapter
PN715574 Stock 6 cylinder with a SM420 or SM465 transmission
Each kit requires the installation of a new Mode shaft which is part of the kit. These kits include a new pivot shaft and all new linkage components. The shift handles are not painted to allow you the option to do slight modifications or welding if your kit requires such.
TWIN STICK LINKAGE FJ60/62: We offer new twin stick shifter kit for the Toyota Land Cruiser 34MM and 38MM transfer cases. The new linkage will allow the transfer case to shift into High and Low range, and in-and-out of 4WD easily. This new product simplifies the stock Land Cruiser complex linkage. The twin stick benefits include: no linkage binding, no shifter gating, low 2WD option, smooth operation,PN715569 - Universal twin stick kit for the FJ60 and FJ62 (34MM and 38MM cases).
The Toyota twin stick kits come with a set of black knobs that are not labled. We do offer aluminum shifter knobs for the Toyota twin stick kits. These knobs are sold separately under PN715584 for plain Aluminum or PN715584-AA for Black Anodized.
FRONT DRIVESHAFT CLEARANCE: Front driveline clearance should be considered when installing a GM automatic, a NV4500 or a SM420 transmission. Normally, proper clearance can be achieved by offsetting the engine and drivetrain 1/2â€ to 1â€ towards the driver's side. When using a transmission such as a 700R, this offset may still not provide enough clearance. We offer a front output transfer case yoke assembly that will take the standard 4-1/4â€ to 4-1/2â€ diameter flange yoke and reduce it to 3-1/2â€. This kit comes with a new flange yoke, companion yoke, bearing cross, and drive shaft yoke for a 2" diameter tube. Using this kit will provide the additional clearance necessary for your conversion.
Land Cruiser transfer cases have used three different front output spline over the years. The early transfer case used a coarse 10 spline, the 1978 to 1980 transfer case used and 27 fine spline front output, and the late model used a 19 spline front output. The kits and descriptions below will help identify the correct kit for your application. We recommend that you verify your spline count.PN716370 - Coarse spline yoke (10T) for June 1977 & earlier Land CruisersPN716371 - Fine spline yoke (27T) for July 1978 to July 1980 Land CruisersPN716369 - Split style transfer case (19 spline yoke) for August 1980 to 1989 Land Cruisers