1UZFE swap into 2nd Gen 4Runner - Page 11

JD · 07-21-2005, 07:51 AM

LOL, mate believe me you would still end up being way in front selling what you have now as the costs haven't even started with using the A series, not to mention the frustrations, LOL. I would hate to add the overall costs I spent on getting mine right and then ended up going to a 5 speed. It would have been very high 4 figure sum. It cost $1500 just to get the speed sensors reading right.

Why don't folks who have kept the auto and are running superchargers and turbo(s) on this engine in LS400's and SC400's have these problems?

Sure, but they don't crawl up hills for hours etc or as in my case go for long beach runs in soft sand. That's where they generate the heat. Also most of the time given their HP these guys would be in full lockup and at higher speed and with much lighter vehicles etc.

Shipping wouldn't be a great deal, probably around $A100 surface mail and extra airmail but would depend on final weight. Sheez I could have put it in this guys crate full of Landcruiser goodies I shipped 5 weeks ago

. Its just landed in LA. Crate

I really want to keep it all Toyota and will go to excessive measures to do it.
I can understand that but practicality has to also be a factor

But not a problem you can count on help wherever possible.

JD

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Cebby · 07-21-2005, 09:19 AM

Quote:

Originally Posted by JD

...or as in my case go for long beach runs in soft sand. That's where they generate the heat.

Long beach runs in HOT soft sand has got to be one of THE MOST extreme heat generators I've come accross. My stock 2000 Jeep Grand Cherokee was running really hot after slogging in the hot sand at the Outerbanks, NC about 6 weeks ago. I had to stop and run my heater for a while to cool it off...

Does anyone know how they cool the big auto trannies on 24 foot box trucks? I'd imagine those generate alot of heat.

What about the Toyota truck derived motorhomes? Those are probably using A340E trannies. I remember Toyota based U-Hauls too (Toy cab and frame with box on the back). I wonder if there are any of those still around...

WildHare · 07-21-2005, 11:39 AM

Quote:

Originally Posted by JD

Further to above I rang the guy and its a complete adapter plate set up including adapter for torque converter to flexplate etc.

What would the shipping be for such a kit from Australia be? Making a GROSS assumption:

Shipping weight: 100lbs/45kg

Packaging:
Assuming a 14 inch round bellhousing (like a 14x14 inch square) about 8 inches high:
so, for packaging/padding:
18x18x12 inches (46x46x31cm)
Note: all items were optioned "your own packaging". UPS diddn't ask for package dimensions.

Shipping quotes:
DHL: ~$690USD DHL Shipping quote page
UPS: ~$875USD UPS Shipping quote page

Reducing the weight by half (50lbs/25kgs) Reduces the charges to:
DHL: ~$410USD
UPS: ~$500USD

EDIT: Now, the original price of the C6 to A340 converter package: of $650AUD ->~$490USD

So, grand total (lowball estimate): $410+$490 = $900USD
Highball estimate: $875+$490 = $1365USD

Now, as for a manual conversion from Dellows/Castlemaine Rod shop, etc.

Taking information from this thread about 1UZ manual tranny conversions:

Total price for conversion: $1400AUD -> ~$1050USD

Assuming the same weight/dimensions used above (that price includes the flywheel, etc.):

Shipping: see above
Grand total (lowball): $410+$1050=$1460USD
Highball: $875+1050=$1925USD

After some further reading, I have discovered that surface shipping is about 1/2-2/3 of the DHL rate. Maybe there are cheaper routes?

Beyond cost, international shipping creates another problem: warranties are not required to be honored, and getting replacement parts is a PAIN. Even in the US, mail ordering gives you about a week shipping time w/UPS, max. If you're closer to the west coast, where most Toyota offroading enthusiast parts are made, and where most of the rock crawling action seems to be (Tellico being a notable exception), then the shipping scenario is even better. If using surface shipping from AUS, it's 3-6 WEEKS. The last time I laid my vehicle over for that period was for a major upgrade, not because my clutch went out.

Unfortunately, the American 4x4 engine modding scene seems centered mostly on the chevy 350. There are some American companies that make many types of adaptors (Advanced Adaptor), but none that I know of that make 1UZ adaptors. I wish the US engine adapting scene included the 1UZ like Australia does.

I do agree that the biggest torque converter possible is a good idea for heat and wear issues. Maybe a 2UZ converter is big enough? Tundras have a tow rating fo 5000-7200 lbs. Cebby, I know you have a 4.7l bellhousing/pump now and have a torque converter coming. Good luck!

Also, there is a man who put a 4.7L into his 80 series Land Cruiser, and wheeled it over Double Whammy in Moab, among other wheeling sites. Those 80 series 'Cruisers weigh 4500lbs, more than the ~4100 lbs of a early 90's 4Runner.

However, there may be some creedence to the overheating issue. A thread on tundrasolutions.com talks about tranny heating during towing, but one user (seemingly with the most experience of all the posters) says his worst tranny heating comes from offroading (it's a pay site, but google has the page cached ; hey, not everybody has a paying subscription for what can be considered a Tundra dealer advertising site). Alternatively, it's the second item on my google search.

Cebby, I think you're taking the best solution: readily available (in America) parts, and doing what you can to make sure they don't overheat.

mt_goat · 07-21-2005, 11:41 AM

What about putting a big Hayden oil cooler in and maybe an electric fan to blow across it?

Cebby · 07-21-2005, 12:33 PM

Quote:

Originally Posted by WildHare

After some further reading, I have discovered that surface shipping is about 1/2-2/3 of the DHL rate.

Ground only gets you so far from AUS though.

Eventually it must hit the water or the air.

Thanks for the post. I had not looked into the shipping - it is actually more than I anticipated. I used to work with a company in Sydney called "Carmen" and remember shippiing being pricey. We were moving 40' sea containers though

So far, the bellhousing, and oil pump, appear to be INDENTICAL to the LS400 version. And the output and tailhousing appear to be IDENTICAL to the A340F version. I'm wondering it if the Tundra TC has a different stall speed than the LS400 version to aid in towing. When it gets here I'll take some pics of it.

Cebby · 07-21-2005, 12:40 PM

Quote:

Originally Posted by mt_goat

What about putting a big Hayden oil cooler in and maybe an electric fan to blow across it?

If the Tundra rad works, then the Hayden with big fan as an aux cooler is a great idea. If I need a diffferent rad (or one without trans cooler), then maybe two rads for the trans.

Just need to figure out where to put all this stuff.

WildHare · 07-21-2005, 01:17 PM

Quote:

Originally Posted by Cebby

If the Tundra rad works, then the Hayden with big fan as an aux cooler is a great idea. If I need a diffferent rad (or one without trans cooler), then maybe two rads for the trans.

I was happy to read that JD had used an AC condenser for his oil cooling. I just happen to have a spare 87 AC condenser sitting around. Will be good for the swap

.

Also, I'm eagerly watching your progress, esp. tranny experience. I havn't found much (if any) info on the web about people wheeling their Tundras, so who knows how well it, and the mechanical bits, handle regular offroad use.

On the plus side, toyota has had a reputation for ruggedness in their designs since the FJ40 days. Four decades of positive reputation has to count for something. Hopefully it still matters to Toyota.

Praufet · 07-21-2005, 01:18 PM

Some company here in the US should either get rights to distribute or manufacture the dellows 1uz conversion kit.

WildHare · 07-21-2005, 01:22 PM

Quote:

Originally Posted by Cebby

Ground only gets you so far from AUS though.

Eventually it must hit the water or the air.

Well, the ground shipping is an ESTIMATE/GUESS, based on US Postal ground rates (ie, truck to dock, boat to land, truck to house). I couldn't find anywhere to get a fast quote for all surface FROM Australia.

However, I don't know much about shipping, you're probably right. If it's not shipping container sized (either by individual units or because you're shipping LOTS of them at once), they may just want to throw it on a plane. FedEX, UPS, EPS, etc. are all set up to be the primary small item shipping in the industrialized world, and use aircraft, not boats to ship. Ships can comete on price with the caveats of slow speed, and (perhaps) requiring large volumes. Aircraft have speed, with an upper limit on size.

I'm curious to see what JD has to say.

mt_goat · 07-21-2005, 02:48 PM

Quote:

Originally Posted by Cebby

If the Tundra rad works, then the Hayden with big fan as an aux cooler is a great idea. If I need a diffferent rad (or one without trans cooler), then maybe two rads for the trans.

Just need to figure out where to put all this stuff.

I put a Hayden cooler in front of my front diff behind my skid plate: http://community.webshots.com/photo/...71697751rirBUC

Cebby · 07-21-2005, 06:43 PM

Quote:

Originally Posted by mt_goat

I put a Hayden cooler in front of my front diff behind my skid plate: http://community.webshots.com/photo/...71697751rirBUC

Looks good there. I'll eventually be swapping in a SA, so that would not be a long term spot for mine.

BTW, your truck is way too clean underneath. Obviously no salt on your roads out there. And whats up with that steering setup? Haven''t seen that one before...

naksukow · 07-21-2005, 08:36 PM

Quote:

What about the Toyota truck derived motorhomes? Those are probably using A340E trannies. I remember Toyota based U-Hauls too (Toy cab and frame with box on the back). I wonder if there are any of those still around...

1993.5-1998 Toyota supras run the A340E with much much higher stall non-lockup converters. They bypass the stock tranny cooling system and run two tranny coolers with their own fans.

JD · 07-21-2005, 09:17 PM

This time difference is a bugger,

Quote:
Originally Posted by JD ...or as in my case go for long beach runs in soft sand. That's where they generate the heat.

Long beach runs in HOT soft sand has got to be one of THE MOST extreme heat generators I've come accross. My stock 2000 Jeep Grand Cherokee was running really hot after slogging in the hot sand at the Outerbanks, NC about 6 weeks ago. I had to stop and run my heater for a while to cool it off...

Mate, if you do plan on beach runs then I can definitely say this is where you will strike problems with the A series and its all due to their small converters.

Although the auto gave me 7 years of good service and in basic general soft wheeling I didn’t have any major heat problems, on the beach I had to be wary and monitor the gauges. But on many occasions in soft sand I would find the engine would “overpower” the converter and I would lose a lot of drive as the converter seemed to be sort of cavitating. Just like as if you had the handbrake on.

On the hard sand sections it became a pain as the auto wouldn’t hold a higher gear so I could idle along etc as it would always change to 2nd, consequently this exacerbated the situation by again heating the oil. I went to a 5 speed and there is just no comparison.

I’m not deliberately trying to be a party pooper to plans

but having been threw this exercise with the A series and its electrical issues and then to have heat issues always in the background was an absolute PITA.

I’m just making you aware of this as I honestly don’t believe you could ever have an absolute guarantee this would not occur at some stage. The A series is a strong trans but unfortunately the converters they use are way too small and the root cause.

In view of the T700 being able to be hooked to a 1UZ then if I was going for an auto again this is the one I would use. T700’s are easily beefed up and every shop knows them and no ECU’s. If you didn’t need an overdrive then a T400 or C4 would be unbeatable.

As far as parts from Oz go I don’t see the problem. A metal adapter plate or housing is not going to disolve,

and clutch plates etc are usually very generic makes or sizes. In any event a phone call or email can have any small part on a plane the next day. I just received a couple of goodies from Jegs that took 3 days. I got my initial A340 bell kit from Advance Adapters. As a point of interest they had just released this but in a short time they took it off the market mainly due to the associated problems with using the A series for conversions. I probably have one of the few left sitting in my shed

An alloy bell doesn’t weigh a great deal but a 5 speed flywheel will,

But again if you are planning this swap you order these parts well in advance so they can be sent by surface mail as it is relatively cheap.

Shipping options are varied. I used to send Ford 6cyl heads to guys in the US via DHL as they wanted them urgent. They weighed 75kg and cost $US300 to ship and they got them delivered to their door in 2-3 days. It was an awesome service but since 11/9 it takes longer and I suspect cost have gone up to the extent this wouldn’t be feasible.

I ship crates of goodies to the US for guys and some of them are huge. The one in the pic link above had over 800kg of goodies inside and was just over 3 cubic meters. It cost $US741. I can ship a cubic meter crate for probably around $US230.

I import goodies from the US all the time and I work on the basis that a few extra dollars to get what I want and what I know will do the job far outweighs frigging around with a compromise, as once I have it, I have it forever,

I’m visiting a wreckers tomorrow and will see if there are any V8 Cruisers and check their trans as I’m sure they use a larger model A series and its possible they may have a bigger converter that may be useable.

Oops I forgot but this is my webpage and the auto section is still active

HO 4Runner

JD

Cebby · 07-22-2005, 07:23 AM

Quote:

Originally Posted by JD

I’m visiting a wreckers tomorrow and will see if there are any V8 Cruisers and check their trans as I’m sure they use a larger model A series and its possible they may have a bigger converter that may be useable.

Oops I forgot but this is my webpage and the auto section is still active

HO 4Runner

JD

I'm curious to see about the V8 Cruiser torque converter. I thought all of the 2UZ/auto drivetrains were the same (engine/tranny). That's why I was pleasantly surprised to see the Tundra bellhousing appears to bolt up to the A34X trans case. I'm wondering what the difference in spec is on the LS400 TC and the Tundra TC. If they are physically the same size (this is what I'm anticipating) then the difference is in stall speed or something else internal.

I had not read your tranny page before - thanks for keeping it active. That pic of the bellhousing with the adapter plate for the 302 - was that bolting to the A340H bellhousing? Did you ever end up bolting to a 1UZ bellhousing (with the hump up top for the starter like below - 1UZ is on the right)

I thought you said you had tried a Toy V8 torque converter also (which would require the bellhousing/oil pump/input swap. Ironically, I had tried to get a Tundra input with all the other bits I picked up, but the planetary gears were grenaded.

Here's the diff between the TC's side by side so folks know what we are talking about (it's elsewhere here...somewhere). A340F from 2000 4Runner on the left, A341E from LS400 on the right.

I did some work from 11-2 last night, but forgot to bring my camera

so no progress pics. Here's the list...

- 3VZE ECU pulled and the harness pulled into the engine bay from the interior
- Removed the ADD solenoids and related vac hoses
- Removed the misc solenoids and vac hoses from the pass side fender
- Removed the coil and related wiring
- Unhooked the Alt wiring
- Unhooked various ground wires from the block

I need to pickup a large pan to drain some fluids before I can pull the rad, PS hoses, etc. I've never actually drained a cooling system before and not reused the coolant - what is the proper way to dispose of it?

Took some qualiity time looking at the rad and available space. The Tundra rad will not fit. In going to a wider rad, it will need to sit on top of the framerails. This limits my height to about 20" max (if I want my hood to close). My best guess is that a rad 19-20"h x 28"w is going to be the easiest to fit. The stock rad is roughly 22"w x 22"h (slips down betweeen the frame rails slightly and extends above the core support - fits the stock hood bulge in the center.

I have relatives arriving today and staying until Wed next week - probably not a whole lot happening between now and then. At least I'll have a hand for getting the trannies down to the shop...

sschaefer3 · 07-22-2005, 07:31 AM

Quote:

Originally Posted by Cebby

- Removed the ADD solenoids and related vac hoses
- Removed the misc solenoids and vac hoses from the pass side fender.

I would be inclined to leave this stuff off and roll right into an SAS.

Whacking that front end off of your 2nd Gen is going to be way easier than what you are doing now. A 3rd Gen is a different story.

Hang in there.

Cebby · 07-22-2005, 07:43 AM

Quote:

Originally Posted by sschaefer3

I would be inclined to leave this stuff off and roll right into an SAS.

Whacking that front end off of your 2nd Gen is going to be way easier than what you are doing now. A 3rd Gen is a different story.

Hang in there.

I don't have a use for those parts anymore anyway.

When I put my front 5.29's and ARB in, it was a non-ADD pig that was used. Plus any controls related to the ADD/A340H trans will be useless since the A340H trans is going bye-bye also.

As far as a SAS....one money pit at a time...

sschaefer3 · 07-22-2005, 07:59 AM

Quote:

Originally Posted by Cebby

As far as a SAS....one money pit at a time...

I think the pit your in now is going to be deeper. I have finally talked Cheese into Front Range Axles with leaf springs so he can get on with it and get back on the trail.

FYI- The 3.4 in his 4Runner has so much more power than the 3.0 that it has litterally distroyed his steering, even with Downey braces, OEM Toyota parts, etc. I like driving his truck but if I owned it I would get speeding tickets again, so a 2.7 is really a hardware limiter for my lead foot.

With the power of a V8 you'll really need to get a stong high steer on there ASAP. Just an FYI. A-OK? XXOO

JD · 07-22-2005, 08:18 AM

Cebby

Just about my turn to go to bed

I'm curious to see about the V8 Cruiser torque converter.

Yep could be interesting if they are also an Aisin trans. But they may not have one I can check out.

That pic of the bellhousing with the adapter plate for the 302 - was that bolting to the A340H bellhousing?

Yes and from Advance Adapters. It was made with T700 and a Buick V6 pattern and I used a Ford/T700 adapter plate with it. AA's ceased making it due to reasons I mentioned above.

Did you ever end up bolting to a 1UZ bellhousing (with the hump up top for the starter like below - 1UZ is on the right)

No mines a Fordrunner

I thought you said you had tried a Toy V8 torque converter also (which would require the bellhousing/oil pump/input swap.

Yep after the highly modified T700 converter showed signs of becoming unreliable (Pity as it was awesome) I used the same 1UZ V8 converter as in your pics above, ie I did the same input shaft, pump swap years ago in order to use this converter. But before installing it I also had a shop modify it internally etc to reduce its high stall as far as possible. I used it up until I went to the 5 speed. It didn't need a new bell as it easily fitted in the AA bell. At that time I also checked out some Supra turbo converters but they were the same size as the A340H so of no use.

Even being the V8 converter and modified it would still "cavitate / slip" etc when engine load was applied in soft sand. Became frustrating.

I see you have a V8 Cherokee. The earlier Jeeps also used the A340 series

and also the Trooper. The new Jeep V8 might have a larger converter but I would suspect it probably now uses maybe a Chrysler trans.

JD

Cebby · 07-22-2005, 08:37 AM

Not sure if you've seen this article:

http://rigs.corequipment.com/Cebby/9...20Transtec.pdf

Says the A341 is beefier than the A340 series, but seems to have more to do with shift quality than durability. Since I have both, we'll see how long the A340 lasts. Like I said - I'm determined to make the A340F work out...

JD · 07-22-2005, 09:08 AM

Cebby

Good article.

I see it mentions the Cruiser is an A series as I suspected being a A343F. If thats the case the converter is probably the same size as the 1UZ, which all seems very strange as auto V8 Cruisers don't appear to have a problem that I am aware of. But then I haven't spoken to any owners or done any further research on this since since I went to a 5 speed in 2000

Oops forgot to mention

At the same time as swapping in the larger A341 input shaft etc I also swapped in the extra clutch plates and separators that the A341 has compared to the A340. Thats the only difference.

Past midnight and time for bed.

JD

Cebby · 07-22-2005, 09:16 AM

OK, 12 hour difference - that should be easy to remember...

Here's a listing of the tranny codes. Shows a different auto trans for the Cruiser (94-on) not sure where this list came from, or when it was published.

http://rigs.corequipment.com/Cebby/9...ny%20Codes.pdf

Are the clutch plates the items that surround the planetary gears around the input shaft? Was this difficult? If that's the only diffference, I'll switch them before the swap.

Cebby · 07-22-2005, 06:19 PM

Quote:

Originally Posted by sschaefer3

With the power of a V8 you'll really need to get a stong high steer on there ASAP. Just an FYI. A-OK? XXOO

I'm considering playing with the centerlink a bit since the 1UZ oil pan sits where my OME stabilizer is. I need to take a good look at it after the engine is situated. Who knows on the SAS - maybe sooner than later...

Cheese is going FROR housing? I remember him having wood for those eons ago. Are the standard 85's too weak? Even with Bobby's 30 spliners? Or does the housing flex too much?

Leafs eh? It is certainly the easiest install and most tested solution. I'm still a little partial to radius arms and coilovers. I'm sure I'll get over it when I add up all the part prices...

Cebby · 07-22-2005, 06:42 PM

I found out some interesting info...

The LS400 radiator is 1.5"th x 16"h x 33"w. I think I can enlarge the opening where my AC exchanger is and put it in that position with a pair of pusher fans on the grille side. Then if I have the space, put the AC exchanger on the engine side without a fan.

Then all I need is a gigantic aux trans cooler (or two) and I'll be good to go!

sschaefer3 · 07-22-2005, 08:46 PM

Yes, Cheese is going FROR axle and hi-pinion 5.29 pig.

I would have as well but he can't do a SU axle.

What people don't know is the Sonoran Steel 3rd Gen brackets go 3" up and the 2nd Gen Sonoran Steel Brackets go 3" down.

Your frame is higher, what works for you will not work for us. Think 5" Spring over swap and you'll be right where I am.

Not too high. You might even be lower than me.

Cebby · 07-23-2005, 12:01 AM

Yep, I think that an LS400 radiator just might be the ticket.

Dims: 1.5"th x 16"h x 33"w

How you ask? Here's the plan. With the relatively short height of the LS rad, I can remove the AC condensor from the core support and widen the opening. The rad will sit ABOVE the frame rails roughly where the condensor was and be the first thing to get air. I will mount the condensor behind the rad. Dual 16" electric pusher fans will go in front of everything and should fit behind an unmodified grille.

Not alot of room to work with:

Excuse the crude "sketch"

I'm thinking some sort of shroud for the pusher fans - not sure what yet. As far as fans, I'm thinking maybe this fan:

Permacool PRM-19115, 16" reversible. Moves 2950 CFM!! $110 ea.

07-21-2005, 11:41 AM	#254 (permalink)
mt_goat Contributing Member Join Date: Nov 2002 Location: Oklahoma State Posts: 8,919	What about putting a big Hayden oil cooler in and maybe an electric fan to blow across it? __________________ ~Dale~ 93 4X4 ext-cab, auto, SR5, 3.4 V6, supercharged, 2.1" pulley, URD fuel mods, Aquamist WI, IPT valve body mod, dual cases, 4" superlift front, Alcan springs rear, 33 BFG MT, ARB locked front & rear, 5.29 US Gears, RB 1" Body Lift, 1.5" ball joint spacers, manual hubs, TJM T-17, Warn m8000.

07-21-2005, 01:18 PM	#258 (permalink)
Praufet Contributing Member Join Date: May 2003 Location: Fort Worth/College Station, TX Posts: 835	Some company here in the US should either get rights to distribute or manufacture the dellows 1uz conversion kit. __________________ --Brian '94 4Runner SR5 4WD 285 Terra Grapplers on FJ80 wheels\|Rancho 9000s on all 4 corners\|Cruiser coils\|Marlin Rear brake line Stereo CDT Audio CL-61A\|CDT Audio CL-6X\|Profile 640 and Profile 600M\|Audiobahn 100Q

07-22-2005, 08:37 AM	#269 (permalink)
Cebby Contributing Member Join Date: Sep 2002 Location: Pittsburgh, PA Posts: 11,246	Not sure if you've seen this article: http://rigs.corequipment.com/Cebby/9...20Transtec.pdf Says the A341 is beefier than the A340 series, but seems to have more to do with shift quality than durability. Since I have both, we'll see how long the A340 lasts. Like I said - I'm determined to make the A340F work out... __________________ UZswap.com A site dedicated to sharing info for swapping the Toyota/ Lexus UZ (V8) engines into Toyota Trucks and 4Runners. My 4Runner 1993 4Runner, 1UZ (V8) auto dual ultimate crawler, double locked, 35's on beadlocked SR5 alloys, low lift, hacked fenders, tubbed firewall, custom armor TOOLandFAB.com A discussion forum dedicated to tools, fabrication & workshops. See my JD2 Bender Hydro Conversion BUY THIS 2008 CALENDAR

07-22-2005, 09:16 AM	#271 (permalink)
Cebby Contributing Member Join Date: Sep 2002 Location: Pittsburgh, PA Posts: 11,246	OK, 12 hour difference - that should be easy to remember... Here's a listing of the tranny codes. Shows a different auto trans for the Cruiser (94-on) not sure where this list came from, or when it was published. http://rigs.corequipment.com/Cebby/9...ny%20Codes.pdf Are the clutch plates the items that surround the planetary gears around the input shaft? Was this difficult? If that's the only diffference, I'll switch them before the swap. __________________ UZswap.com A site dedicated to sharing info for swapping the Toyota/ Lexus UZ (V8) engines into Toyota Trucks and 4Runners. My 4Runner 1993 4Runner, 1UZ (V8) auto dual ultimate crawler, double locked, 35's on beadlocked SR5 alloys, low lift, hacked fenders, tubbed firewall, custom armor TOOLandFAB.com A discussion forum dedicated to tools, fabrication & workshops. See my JD2 Bender Hydro Conversion BUY THIS 2008 CALENDAR

07-22-2005, 06:42 PM	#273 (permalink)
Cebby Contributing Member Join Date: Sep 2002 Location: Pittsburgh, PA Posts: 11,246	I found out some interesting info... The LS400 radiator is 1.5"th x 16"h x 33"w. I think I can enlarge the opening where my AC exchanger is and put it in that position with a pair of pusher fans on the grille side. Then if I have the space, put the AC exchanger on the engine side without a fan. Then all I need is a gigantic aux trans cooler (or two) and I'll be good to go! __________________ UZswap.com A site dedicated to sharing info for swapping the Toyota/ Lexus UZ (V8) engines into Toyota Trucks and 4Runners. My 4Runner 1993 4Runner, 1UZ (V8) auto dual ultimate crawler, double locked, 35's on beadlocked SR5 alloys, low lift, hacked fenders, tubbed firewall, custom armor TOOLandFAB.com A discussion forum dedicated to tools, fabrication & workshops. See my JD2 Bender Hydro Conversion BUY THIS 2008 CALENDAR

07-21-2005, 09:17 PM	#263 (permalink)
JD Registered User Join Date: May 2002 Location: Australia Posts: 126	This time difference is a bugger, Quote: Originally Posted by JD ...or as in my case go for long beach runs in soft sand. That's where they generate the heat. Long beach runs in HOT soft sand has got to be one of THE MOST extreme heat generators I've come accross. My stock 2000 Jeep Grand Cherokee was running really hot after slogging in the hot sand at the Outerbanks, NC about 6 weeks ago. I had to stop and run my heater for a while to cool it off... Mate, if you do plan on beach runs then I can definitely say this is where you will strike problems with the A series and its all due to their small converters. Although the auto gave me 7 years of good service and in basic general soft wheeling I didn’t have any major heat problems, on the beach I had to be wary and monitor the gauges. But on many occasions in soft sand I would find the engine would “overpower” the converter and I would lose a lot of drive as the converter seemed to be sort of cavitating. Just like as if you had the handbrake on. On the hard sand sections it became a pain as the auto wouldn’t hold a higher gear so I could idle along etc as it would always change to 2nd, consequently this exacerbated the situation by again heating the oil. I went to a 5 speed and there is just no comparison. I’m not deliberately trying to be a party pooper to plans but having been threw this exercise with the A series and its electrical issues and then to have heat issues always in the background was an absolute PITA. I’m just making you aware of this as I honestly don’t believe you could ever have an absolute guarantee this would not occur at some stage. The A series is a strong trans but unfortunately the converters they use are way too small and the root cause. In view of the T700 being able to be hooked to a 1UZ then if I was going for an auto again this is the one I would use. T700’s are easily beefed up and every shop knows them and no ECU’s. If you didn’t need an overdrive then a T400 or C4 would be unbeatable. As far as parts from Oz go I don’t see the problem. A metal adapter plate or housing is not going to disolve, and clutch plates etc are usually very generic makes or sizes. In any event a phone call or email can have any small part on a plane the next day. I just received a couple of goodies from Jegs that took 3 days. I got my initial A340 bell kit from Advance Adapters. As a point of interest they had just released this but in a short time they took it off the market mainly due to the associated problems with using the A series for conversions. I probably have one of the few left sitting in my shed An alloy bell doesn’t weigh a great deal but a 5 speed flywheel will, But again if you are planning this swap you order these parts well in advance so they can be sent by surface mail as it is relatively cheap. Shipping options are varied. I used to send Ford 6cyl heads to guys in the US via DHL as they wanted them urgent. They weighed 75kg and cost $US300 to ship and they got them delivered to their door in 2-3 days. It was an awesome service but since 11/9 it takes longer and I suspect cost have gone up to the extent this wouldn’t be feasible. I ship crates of goodies to the US for guys and some of them are huge. The one in the pic link above had over 800kg of goodies inside and was just over 3 cubic meters. It cost $US741. I can ship a cubic meter crate for probably around $US230. I import goodies from the US all the time and I work on the basis that a few extra dollars to get what I want and what I know will do the job far outweighs frigging around with a compromise, as once I have it, I have it forever, I’m visiting a wreckers tomorrow and will see if there are any V8 Cruisers and check their trans as I’m sure they use a larger model A series and its possible they may have a bigger converter that may be useable. Oops I forgot but this is my webpage and the auto section is still active HO 4Runner JD

07-22-2005, 08:18 AM	#268 (permalink)
JD Registered User Join Date: May 2002 Location: Australia Posts: 126	Cebby Just about my turn to go to bed I'm curious to see about the V8 Cruiser torque converter. Yep could be interesting if they are also an Aisin trans. But they may not have one I can check out. That pic of the bellhousing with the adapter plate for the 302 - was that bolting to the A340H bellhousing? Yes and from Advance Adapters. It was made with T700 and a Buick V6 pattern and I used a Ford/T700 adapter plate with it. AA's ceased making it due to reasons I mentioned above. Did you ever end up bolting to a 1UZ bellhousing (with the hump up top for the starter like below - 1UZ is on the right) No mines a Fordrunner I thought you said you had tried a Toy V8 torque converter also (which would require the bellhousing/oil pump/input swap. Yep after the highly modified T700 converter showed signs of becoming unreliable (Pity as it was awesome) I used the same 1UZ V8 converter as in your pics above, ie I did the same input shaft, pump swap years ago in order to use this converter. But before installing it I also had a shop modify it internally etc to reduce its high stall as far as possible. I used it up until I went to the 5 speed. It didn't need a new bell as it easily fitted in the AA bell. At that time I also checked out some Supra turbo converters but they were the same size as the A340H so of no use. Even being the V8 converter and modified it would still "cavitate / slip" etc when engine load was applied in soft sand. Became frustrating. I see you have a V8 Cherokee. The earlier Jeeps also used the A340 series and also the Trooper. The new Jeep V8 might have a larger converter but I would suspect it probably now uses maybe a Chrysler trans. JD

07-22-2005, 09:08 AM	#270 (permalink)
JD Registered User Join Date: May 2002 Location: Australia Posts: 126	Cebby Good article. I see it mentions the Cruiser is an A series as I suspected being a A343F. If thats the case the converter is probably the same size as the 1UZ, which all seems very strange as auto V8 Cruisers don't appear to have a problem that I am aware of. But then I haven't spoken to any owners or done any further research on this since since I went to a 5 speed in 2000 Oops forgot to mention At the same time as swapping in the larger A341 input shaft etc I also swapped in the extra clutch plates and separators that the A341 has compared to the A340. Thats the only difference. Past midnight and time for bed. JD

07-22-2005, 08:46 PM	#274 (permalink)
sschaefer3 Contributing Member Join Date: May 2002 Location: Tempe, Arizona Posts: 5,494	Yes, Cheese is going FROR axle and hi-pinion 5.29 pig. I would have as well but he can't do a SU axle. What people don't know is the Sonoran Steel 3rd Gen brackets go 3" up and the 2nd Gen Sonoran Steel Brackets go 3" down. Your frame is higher, what works for you will not work for us. Think 5" Spring over swap and you'll be right where I am. Not too high. You might even be lower than me. __________________ Steve Schaefer *WWW.SonoranSteel.Com* Suspension Lift Kits * Rock Sliders * Straight Axle Conversions * 4Runner/FJC Rubicon Express Lower Links * Accessories * Daystar Products Dealer * TJM Bull Bar Dealer * Deaver Leaf Spring Dealer * Tokico & Bilstein Shock Dealer * ViAir Dealer * Total Chaos Dealer * TOYTEC Dealer * and like everyone else a Trail Gear Dealer Last edited by sschaefer3; 07-22-2005 at 08:57 PM.

07-23-2005, 12:01 AM	#275 (permalink)
Cebby Contributing Member Join Date: Sep 2002 Location: Pittsburgh, PA Posts: 11,246	Yep, I think that an LS400 radiator just might be the ticket. Dims: 1.5"th x 16"h x 33"w How you ask? Here's the plan. With the relatively short height of the LS rad, I can remove the AC condensor from the core support and widen the opening. The rad will sit ABOVE the frame rails roughly where the condensor was and be the first thing to get air. I will mount the condensor behind the rad. Dual 16" electric pusher fans will go in front of everything and should fit behind an unmodified grille. Not alot of room to work with: Excuse the crude "sketch" I'm thinking some sort of shroud for the pusher fans - not sure what yet. As far as fans, I'm thinking maybe this fan: Permacool PRM-19115, 16" reversible. Moves 2950 CFM!! $110 ea. __________________ UZswap.com A site dedicated to sharing info for swapping the Toyota/ Lexus UZ (V8) engines into Toyota Trucks and 4Runners. My 4Runner 1993 4Runner, 1UZ (V8) auto dual ultimate crawler, double locked, 35's on beadlocked SR5 alloys, low lift, hacked fenders, tubbed firewall, custom armor TOOLandFAB.com A discussion forum dedicated to tools, fabrication & workshops. See my JD2 Bender Hydro Conversion BUY THIS 2008 CALENDAR Last edited by Cebby; 07-23-2005 at 12:15 AM.

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