need help on how to seperate the transfercase from the tranny or where i can get the info.[1990 4runner 4wd v6] i pulled the engine and the tranny and transfercase as one unit and dont know how to seperate them the engine went to the scrappers as im am doin an engine swap [350sbc and 700r4 to my transfercase] also my front diff is locked in park it seems what have i done and what do i do to unlock it so i can roll the 4runner forward thanx if u can help.

 

Is it an auto? If yes, they don't really come apart. They do, but it's essentially an entire t case and tranny disassembly. The front diff, I don't know about. Is it the auto/vaccum style? Could be it got locked up before dissassembly and didn't/can't release, but I don't enough about them to speak to it. Search for threads about disabling it when converting to manual hubs. (assuming you have autos)

 

Not sure what you mean by "locked in park". Front diff is just the differential gears and the stub axles on each side and if you have the ADD front end, there is the ADD actuator in there. But there is nothing in there that would lock the wheels from turning. Only thing that would do that would be the front brakes.

Might lift the front tires off the ground and try turning them by hand and see if you can find out what is preventing them from turning.

 

Go look for a 22R/E truck that's AT and 4WD... The A340f... That's the tranny you need.

Or a Jeep AW4.

Forget that H carp...

Then just swap your torque converter and bell housing...

Again, FORGET that H JUNK!

http://www.pirate4x4.com/forum/showthread.php?t=587521

 

EDIT.

listen to what he said ^^^

 

No you're not...

 

AT or 5speed? AT has the H case, and all V6 5 speeds are chain driven cases.


No, this is a bad, bad, bad idea...

You MUST get a gear driven case out of a 4cyl 5 speed truck... X, the 4cyl 5speed ADD truck.

Come on man... Pertinent info... You not telling us your flipping tranny has caused me looking up info that prolly doesn't matter.


Thanks...

 

Bingo! Exactly why didn't get any deeper with my response until we have more info.

 

yep.......not our fault you went ahead and did all that looking

 

Oh boy....where to begin?

1. Here's the 93 FSM, where you'll find whichever transmission/transfer case combo you have and how to disassemble it.
http://personal.utulsa.edu/~nathan-buchanan/93fsm/

2. Pay special attention to this one. You will NOT be able to use the transfer case from a Toyota A340H with the 700R4. The 700R4 has no way to share control with a transfer case, the A340H transfer case(VF2A)requires electronic control. If it's a manual, then you have a VF1A transfer case, and you should be able to adapt it to the 700R4. The VF1A found behind the V6 manual transmission(R150F)is self-contained, as in it requires gear oil NOT tranny fluid like the one found behind the automatic.

3. If the front axle differential is seized up, even disengaging the 4wd with the ADD will only release one wheel. The driver's-side. The passenger's-side will still be unable to spin. If that is the case you will need to either:

a. Remove the drive flange from the passenger side wheel hub to allow it and the wheel to spin.

b. Unbolt the CV half-shaft on the passenger-side and disconnect it from the differential stubshaft and move it out of the way enough so it can spin freely. That will let the wheel spin the CV half-shaft and not the differential.

4. This one is more for the correction of flawed theories found in this thread. I can't see the logic in wanting an automatic 4cyl. transfer case over an automatic V6 transfer case for two reasons.

a. They are not only the same type transmission, but both have V6 type chain-drive transfer cases that are similar. So which transfer case is really better?

b. The V1F1A found behind the 4cyl transmissions is a chain-drive and has 2.57 low-range gearing. The VF2A found behind the automatic V6 transmission is a chain-drive and it has 2.66 low-range gears. Both, however, are going to be every bit as, if not more, stout as the RF1A gear-drive transfer case. Which has only 2.28 low-range gears.

EDIT: Yep, thought so, here's the kit to adapt the VF1A found behind a V6 manual tranny(R150F) to a 700R4.
http://advanceadapters.com/product/1699/50-3701.html

 

"Why are vehicles with the Toyota A340H trans/t-case so gutless?
(Compared to their 5 speed counterparts with the same motor). Normally, an auto tranny both consumes power and mutiplies torque. In the case of the A340H, the power consumption is doubled by the addition of the hydraulic transfer case, which is essentially like having another automatic transmission inline. But the torque multiplication of the single torque converter isn't enough to compensate for the additional drag. A simple though exspensive solution is to replace the hydraulic chain driven transfer case with a gear driven one. Inchworm and Gearslug are some of the only vendors that make an adapter for this application. People who have performed this mod report increased mileage and performance, most likely due to the elimination of the additional drag of the hydraulic t-case. Note that the chain drive case has a 2.66 to 1 low range so going to a single stock gear drive case will lose some gear reduction.

Common issues with the A340H
Overheating at highway speeds (A/T temp light comes on). Most of the heat generated within an automatic transmission comes from the torque converter, but is virtually eliminated when the coverter is equipped with a torque converter clutch lockup. The A340 torque converter contains a lockup clutch and is of a high stall design. These features are designed to work together to increase power and improve MPG at highway speeds. The 3.0L version is a very high stall, 2800rpm. The higher the stall, the more heat is generated. It is important that the coverter stay locked up while cruising at highway speeds. The torque converter will unlock when the ECM senses that the motor is bogging down and needs the torque multiplication from the unlocked converter clutch (when locked up there is no multiplication) to keep speed, such as on a hill. Due to the narrow powerband and lethargic output of the 3.0, the TCC needs to unlock at the slightest increase in load. Add a heavy 4runner body and the problem is worse. Is most cases of overheating trans fluid, the TCC unlocks while cruising at highway speeds and does not lock back up for extended periods of time. The stock trans cooling system cannot disperse this increased amount of heat for more than a short period of time. An aftermarket 'plate and fin' style trans cooler will take care of this."

 

Right, a gear-drive transfer case connected to an automatic will give you better gas mileage. Not to mention the option of swapping in lower low-range gears. But...
...and this is the kicker, my question was which of the transfer cases found behind the A340F and A340H is better? VF1A or VF2A? Quite obviously the one with lower low-range gears is. The VF2A. For MOST intents and purposes that is. I was calling for an "apples to apples" comparison. One "apple" is actually more enticing than the other. That "apple" being the VF2A found behind the A340H IMO. According to you it's the VF1A found behind the A340F. Meaning you'd prefer the one with higher low-range gears, for some strange reason.(EDIT: Never mind, reason clarified.)

Furthermore...

To compare the electronic-controlled VF2A, to a non-electronic-controlled gear-drive RF1A is no longer comparing "apples to apples". That's what's called comparing "apples to oranges". And isn't even relevant to this thread either. The OP isn't even asking which is better or worse, chain-drive or gear-drive. Just whether or not, or how, can his Toyota transfer case can be fitted to his 700R4. And didn't I already state that you can't use an electronic-controlled Toyota transfer case with the 700R4 too?
Yeah...I sure enough did.

 

thanx 4 the help i have the first 2 sections of the transfercase off now i need some sort of puller to get the gear seperater out of the case housing the transfercase has a gear drive and i also have auto locking hubs and i havent tackeled the locking problem yet

 

Gear drive eh?

Then you want one of these depending on if it's 21 or 23 spline.
21 spline gear drive to 700R4
23 spline gear drive to 700R4

 

Hippy, look at the diagrams close, again... They are not the same case, nor in their workings..

So the H case is worthless w/o the A340 it corresponds to. Therefore, the f case is VASTLY superior.

 

No it's not...

 

Both you guys check this out... http://www.4x4wire.com/toyota/faq/parts/

murgle, chain drive cases have 5 bolts that hold the rear case on.

Gear dives have 7.

And Hippy...

"A340H 1988-1995 Chain Electronically Controlled A340H
2.66 ??? Hydraulic transfer case, transmission and transfer case cannot be seperated."

 

Yeah, I figured it had to do something with how the t-case was controlled. Just wasn't up to speed on what exactly the deal was with those stupid things. Just know there both worthless for swaps. BECAUSE no one makes an adapter to fit EITHER of them to ANY other transmission(that I'm aware of). I'll fix the previous post to state that atleast that the H is electronically controlled so won't work for that reason. Though it is a TOTALLY moot point, let's try and be technically accurate...I suppose.

So what's the deal now though? How's the F case better. Remember, both are chain drive and the F has higher low-range gears.

That link says T-Case shifting for the F = ???, so how does it shift? And if that's different compared to the H, then how/why can it be seperated from it's parent tranny? Which IT IS NOT STATED as to whether or not it can be. Seems a little presumptious to think so.

 

I think ppl assume since it's a "transfer case" TC's are TC's..

I think the best way to think of a A340H is it's all one unit...

As far as I know, the f and the one on V6 5speeds are the same... i.e removable and able to modify.

Next time you're near a H look up under it, behind the front DS drop and you'll see the hydro lines (for the cooler) that feed into it...

How that 4WD, or L4 works, I'll never know...

All I can say is thank god they quit making it in 95...

 

DOH!
After looking at the schematic you provided more carefully, I can clearly see where it is different in the shifting aspect. OBVIOUSLY it's shifted manually, "with a mechanically controlled 4 wheel drive transfer case".(says so in the FSM too)



O.k., so that much we know is true. And by studying the schematics in the FSM both versions of the VF1A do appear similar enough to be interchangeable. But I'd be guessing to say that they are for certain.

HOWEVER, the main difference between the VF1A found behind the automatic and the one found behind the manual is going to be the lubricating oil. Tranny fluid for the one behind the automatic and gear oil for the one behind the manual. I did check the FSM for that info.

And strange as it sounds, and TRUST ME it does sound strange, the FSM shows a gear drive transfer case behind some of the automatic transmission V6's. How/where/why on that is a COMPLETE mystery to me. See page MA-17.
http://personal.utulsa.edu/~nathan-b...nce/2maint.pdf

IMO, automatics suck offroad and/or 4WD. I'm on the MANUAL ONLY side of the fence when it comes to that. I wouldn't want an A340F or an A340H.