dumpster84

Here we go, I'll try to update this a bit.

Like I was saying before, I had to get creative pulling the motor and did what I could. It was difficult and I wouldn't recommend this way again, Terry's method would have been much easier.

dumpster84

Then collected all the parts.

While the engine was out, I replaced the transmission front input seal as well as the throwout bearing. I didn't have a press, so I got creative and did the socket method. I placed the collar between two 2x4's and carefully hammered an impact socket on the collar race while being careful to not put any pressure on the collar bracket ears. It popped off easily. The new one was super easy to install as well.

Onto removing the crank pulley bolt.....that was a bitch. I couldn't get that bastard off with it out of the truck for the longest time. I did everything I could think of, big impact guns, breaker bar with cheater bars, heat, etc etc. Finally, go figure, I went to Harbor Freight and got the biggest breaker bar I could find (I think it was a 30 incher) and it made short work of cracking it loose.

For those wondering how I kept the crank from turning while doing this, I used a chain and two head bolts. I threaded the head bolt into the bellhousing hole and a chain link and stuck the other one through a chain link and into the flywheel (no threads to turn into, but it fit fine). This worked surprisingly well and didn't take any special tools. I wasn't comfortable jamming anything into the teeth of the flywheel as some write ups suggest and no strap wrenches I could find would even come close to holding the crank pulley still.

dumpster84

Then after final assembly, I pulled it off the stand and prepped to drop it back in.

I got home from work, finished a few last bits and started the install at about 1030pm after a 16 hour day of work. Everything went smoothly until the last tiny bits. I spent 2 hours alone trying to get the bellhousing to line up and finally called it a night to get a couple hours of sleep.

Came back the next day and gave it another go....what took me hours without success the night before, took my less than 10 minutes. Couldn't have been happier. Bolted everything together super quick, even that crappy top driver's side bolt that everyone hates went easily. Plumbed it up, ran the "wiring" if you want to call 4 grounds, starter, alternator, and a a/c compressor "wiring", filled her up with 50/50 diluted Toyota Red and oil and was less than 2 minutes from the first crank when I noticed a super tiny pinhole leak of coolant on the passenger side timing cover where that stupid water pipe bolts onto leading to the intake water plate.

Crap. Tried to tighten it up, no go. Had to pull the pipe, intake, a/c compressor and order some parts. There goes another week and a half.

Ordered the LCE block off plates, installed super easy, also ordered a new Offenhauser Single Plane because 6 bolts on my stock manifold bottom plate broke off and I was having terrible luck getting the bolts out.

Anyways, finally got it started for the first time around midnight one night and had to break the cam in following 22REperformance's guide. Spent some time dialing in the timing and small tuning adjustments and got it back on the road and have 296 miles on the clock. So far, it feels great. Super quiet and healthy.

dumpster84

Also got some new wheels because I hated those other ones, impossible to balance and looked terrible. They always looked dirty and would never come clean (not that the truck ever looks much better, but what the hell)

Mickey Thomspon Classic III's can't go wrong. 15x8

Plainview

That's a nice, clean truck! What springs do you have under it?

dumpster84

Hey thanks man. Sorry for getting back to you so late, been out on the water. It needs some work for sure, the paint on the bed is dunzo and has a bit of rust on the typical seams back there as well.

As far as the springs, honestly, I have no idea, they look like they're stock, I can't find any marking identification on them. It's a pretty rough ride though.