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So, I'm still pretty new to Toyota trucks (and 4x4s in general), and this is my first build thread on a forum. I don't normally post stuff like this, but this site and a lot of internet research in general helped me out, so I thought I would pay it forward and hopefully this will help someone else out.
I'm installing a 1UZ VVTI with the A650E 5 speed auto into my '94 T100 4x4. The first thing to know is that the 1UZ VVTI motors have an immobilizer built into the ECU (which I found out after I got the motor). Lesson 1: do research first... Anyway I found a solution to that on Lextreme.com - http://www.lextreme.com/forums/showthread.php?t=16344 . FULL DISCLOSURE - the engine is not running at this moment, so I can't specifically vouch for the product. But from a business transaction standpoint, he's easy to deal with and is legit.
The next challenge was coupling the transmission to the transfer case. The T100 has an A340F from the factory, which uses a 23 spline transfer case. The A650E has a 26 spline output shaft. My first inclination was to try to find an off-the-shelf adapter that would work - I talked to several componies (Marlin, Advance Adapters, etc) and could not find one in the proper dimensions. My next attempt was to try to weld an adapter using the tailshaft from the A340E, the output flange from the A650E, and a machined bushing. The adapter warped too much during welding (0.010-0.015 runout) and I wasn't comfortable using it.
So, after a bunch of internet research, I found out the the Toyota Aristo (a JDM Lexus GS300 with a 2JZGTE) uses the same guibo as the A650E, and has the same 23 spline pattern as the A340F T-case. So the output flanges of the two transmissions will bolt right together, and the Aristo flange will fit (press) onto the T-case. Now, this particular output flange is only used on the Aristo, but I could order it from my local Toyota dealer, but the delivery time was pretty long. So, I found a JDM engine importer in town that sold me a complete Aristo trans for about the same cost as the flange alone from Toyota. The part number for the flange, if you're interested is: 34780-30010.
Here is a mock-up picture of the flanges together (you can see where I am starting to fab up brackets to go between the T-case and trans:
Last edited by gzus13; 08-02-2019 at 05:43 PM.
Reason: correct picture link
Hey serg4x4, that's a nice adapter in the last picture. Where did you get that? I'm still new to this, so I don't recognize that transfer case - what is it? What did you do to couple the splines?
Awesome build gzus! Give us an update! I'm swapping in a D44 into my T100 soon, and have been considering a 1uz to get things moving a little quicker (along with 4.56 gears). I can't decide if I want to go VVVTI, like you are, or the old 10.1:1 pre-92 setup. I need to see how much of a PITA yours is. Keep it up, and more pics!
OK. So here's a small update. Progress has been pretty slow. But the engine is in:
I also put together a custom radiator (I'll get better pictures later):
The biggest obstacle was coupling the transmission to the t-case. As I showed above, coupling the splines was the easy part. I then had to make brackets to hold them together.
I had to modify the transmission tailshaft housing. These holes were already there, but I had to re-drill and thread them to attach brackets:
I also used the original transmission to t-case housing as the basis for the new bracket, but it needed some significant modification:
I forgot to take pictures of the complete assembly while it was out of the truck, but I'll get some more pictures of it under the truck.
To answer your question, Snowheeler, the non-VVTI swap would be significantly easier. As I understand, the trans and t-case will bolt up with little modification (compared to this). There is also no immobilizer to deal with and the wiring is a lot less complex. Honestly, had I gone with the early engine, I'd probably be done by now...
Last edited by gzus13; 08-02-2019 at 05:50 PM.
Reason: picture links
The immobilizer can be solved if you have the donor vehicle and key. Just keep the security ecu and zip tie the key to it. It will never know the difference.
So, I remembered that I never posted an update to this. The truck has been running with the new engine for about a year now. The immobilizer delete from the first post worked great. I ended up using a stock 99 LS400 shifter that I custom mounted in the floor. I had to extend the wiring harness about 30in and mounted the ECU behind the glove box. The VVTI engine normally uses a returnless fuel system, so I mounted a fuel pressure regulator to the firewall and use the stock return line. The 1UZ airbox is on the passenger side, so I had to move the battery to the driver side and redo the charging harness. The 1UZ also uses the brake light switch to unlock the torque converter when you apply the brakes - this is done on the LS400 with a SPDT switch on the brake pedal that sends 12V to one terminal when driving and 12V to another terminal when braking. The T100 brake switch is SPST, so I hooked the output to a SPDT relay to switch it. The T100 fuel pump is a little small and takes a few seconds to build pressure on start up, so I need to change it out for an LS400 one, but its been working OK so far. The T100 power steering line hooked right up to the LS400 pump output. The reservoir is remote, so I used a mid-90s Honda one - the output and return lines are the same size and they are super plentiful in junk yards. Just remember to flush it really well because Hondas use different fluid than Toyotas. The truck is pretty darn quick and it sounds GOOD. I really like the engine and I think it was worth it in the end, but I am certain that a non-VVTI swap would have been a lot easier and lot less expensive.
Thought I'd come back for another update. I had been hosting the pictures on my personal website, but I recently shut it down, so I came back to upload the pictures here. Hopefully they keep working for a while.
The truck still runs great and is a lot of fun, but I don't drive it as much as used to. I'm debating pulling the t-case and front diff and redoing it as a street truck or just selling it and picking up something else.
Here's a picture of the floor shifter that I mounted - it's a factory LS400 shifter. I did have to shorten the shift linkage. I forgot to mention it above, and you can see it in the first picture, but this moved the t-case back about 6 inches, so I had to modify the driveshafts and the floor pan. I used a speedometer cable extension from Marlin Crawler - the kind for a dual case setup, it's the perfect length.
So, I'm still pretty new to Toyota trucks (and 4x4s in general), and this is my first build thread on a forum. I don't normally post stuff like this, but this site and a lot of internet research in general helped me out, so I thought I would pay it forward and hopefully this will help someone else out.
I'm installing a 1UZ VVTI with the A650E 5 speed auto into my '94 T100 4x4. The first thing to know is that the 1UZ VVTI motors have an immobilizer built into the ECU (which I found out after I got the motor). Lesson 1: do research first... Anyway I found a solution to that on Lextreme.com - http://www.lextreme.com/forums/showthread.php?t=16344 . FULL DISCLOSURE - the engine is not running at this moment, so I can't specifically vouch for the product. But from a business transaction standpoint, he's easy to deal with and is legit.
The next challenge was coupling the transmission to the transfer case. The T100 has an A340F from the factory, which uses a 23 spline transfer case. The A650E has a 26 spline output shaft. My first inclination was to try to find an off-the-shelf adapter that would work - I talked to several componies (Marlin, Advance Adapters, etc) and could not find one in the proper dimensions. My next attempt was to try to weld an adapter using the tailshaft from the A340E, the output flange from the A650E, and a machined bushing. The adapter warped too much during welding (0.010-0.015 runout) and I wasn't comfortable using it.
So, after a bunch of internet research, I found out the the Toyota Aristo (a JDM Lexus GS300 with a 2JZGTE) uses the same guibo as the A650E, and has the same 23 spline pattern as the A340F T-case. So the output flanges of the two transmissions will bolt right together, and the Aristo flange will fit (press) onto the T-case. Now, this particular output flange is only used on the Aristo, but I could order it from my local Toyota dealer, but the delivery time was pretty long. So, I found a JDM engine importer in town that sold me a complete Aristo trans for about the same cost as the flange alone from Toyota. The part number for the flange, if you're interested is: 34780-30010.
Here is a mock-up picture of the flanges together (you can see where I am starting to fab up brackets to go between the T-case and trans:
Hey Gzus13,
I’ve read through your post several times and am looking to follow your lead. There’s a few things I don’t quite understand and I’m hoping you could help me out.
I think my account got suspended or something and I can’t seem to find any admins to contact so I can’t send you a private message.
I’m working at swapping a 1UZ VVTI with the A650E into my 3rd gen 4runner.
Thanks for any help, I look forward to hearing back from you,
01-20-2015, 08:23 PM
Give us an update! I'm swapping in a D44 into my T100 soon, and have been considering a 1uz to get things moving a little quicker (along with 4.56 gears). I can't decide if I want to go VVVTI, like you are, or the old 10.1:1 pre-92 setup. I need to see how much of a PITA yours is. Keep it up, and more pics! 
