Flywheel Bolts
04-24-2016, 08:31 AM
#21
Registered User
I only gave you the information I was told at my local dealership. When I brought the bolt from my 5vz in to match and order he said there were 3 different ones. He said it doesn't give him dimensional sizes. Since i didn't have the actual VIN the motor came from, he couldn't be exact. I ordered one of each, compared and ordered the rest.
The bolt that I used was shortest of the 3. I have part numbers in the shop that I will get as soon as i can get there.
The bolt that I used was shortest of the 3. I have part numbers in the shop that I will get as soon as i can get there.
04-24-2016, 08:47 AM
#22
That would be great. Then I can tell you where they made the mistake. Because there are not 3 part numbers that apply. Just one for all 5VZs. 90105-10138. Which I can all but guarantee is the one you used. Or you would have had issues.
Look the deal is they lied. They're idiots. Big surprise. NOT! There are not different length bolts for different years. That would cause a major fitment issue as there are no different flywheels for different years to match the different length bolts. A 5VZ flywheel is a 5VZ flywheel. A 5VZ flywheel bolt is a 5VZ flywheel bolt. This whole notion about different length bolts is so stupid I can't see how anyone would believe it. But apparently someone would. No offense.
I have a tip for you regarding word of mouth.
Don't believe anything you hear, and only half of what you read.
Because someone said so means NOTHING by default.
BTW, going under that assumption I'm only 50% certain that you can use a 5VZ clutch and flywheel on a 3VZ or vice versa. What I've read says you can use either for a 5VZ swap(in place of a previous 3VZ). So simple logic tells me if you can do that(a 3VZ clutch and flywheel on a 5VZ), then why not the opposite(a 5VZ clutch and flywheel on a 3VZ)? But it might depend on which transmission is being used. There does seem to be a discrepancy in the overall thickness of the flywheel. But going on the other info I've obtained regarding their weights, there can't be much difference in overall thickness. Also what I've read is there's a difference in input shaft lengths between R150s behind 5VZs and R150s behind 3VZs. How that matters or how it applies to the question of swapping flywheels and clutches between the 2 I don't yet have a real good idea. I'm tempted to believe it doesn't. Since that difference would likely be made equal(or close enough to it to still funtion correctly) by the thickness of the throwout bearing and/or the length of the bellhousing. Which would then need to be matched to whichever transmission is being used. Which I've also read is exactly the case.
http://www.offroadsolutions.com/tech...l_transmission
I can also prove that some T100s with 3VZs use the same clutch kit as some 5VZs(CKT-065). So unless they too have different transmission input shaft lengths(which I've not read is the case), that supports my hypothesis that they are interchangeable. Which for the record is the strongest argument I have to support it. And is how I found out for sure they will in fact bolt in place of each other. Look it up yourself(93-94 T100 w/ V6).
http://partcat.com/aisin
I've found evidence to support that further just now. My research shows a 93-94 T100 input shaft length to be the shorter 8 ⅞"(vs. 10"). The R151 part further strengthens the compatibilty question(as they're a known direct bolt in swap for an early R150, provided the bellhousing matches the engine used). But I was not aware of that prior. And probably should have kept it a secret(since nobody apparently knows that yet either, and I think I want one, before they're all gone).
http://www.americanpowertrainwarehou...supra-r151-16/
Look the deal is they lied. They're idiots. Big surprise. NOT! There are not different length bolts for different years. That would cause a major fitment issue as there are no different flywheels for different years to match the different length bolts. A 5VZ flywheel is a 5VZ flywheel. A 5VZ flywheel bolt is a 5VZ flywheel bolt. This whole notion about different length bolts is so stupid I can't see how anyone would believe it. But apparently someone would. No offense.
I have a tip for you regarding word of mouth.
Don't believe anything you hear, and only half of what you read.
Because someone said so means NOTHING by default.
BTW, going under that assumption I'm only 50% certain that you can use a 5VZ clutch and flywheel on a 3VZ or vice versa. What I've read says you can use either for a 5VZ swap(in place of a previous 3VZ). So simple logic tells me if you can do that(a 3VZ clutch and flywheel on a 5VZ), then why not the opposite(a 5VZ clutch and flywheel on a 3VZ)? But it might depend on which transmission is being used. There does seem to be a discrepancy in the overall thickness of the flywheel. But going on the other info I've obtained regarding their weights, there can't be much difference in overall thickness. Also what I've read is there's a difference in input shaft lengths between R150s behind 5VZs and R150s behind 3VZs. How that matters or how it applies to the question of swapping flywheels and clutches between the 2 I don't yet have a real good idea. I'm tempted to believe it doesn't. Since that difference would likely be made equal(or close enough to it to still funtion correctly) by the thickness of the throwout bearing and/or the length of the bellhousing. Which would then need to be matched to whichever transmission is being used. Which I've also read is exactly the case.
There are 3 Toyota manual transmissions that will bolt-up to and work with the 3.4L 5VZ-FE.
The first is the R150 that is found in models with the 3.0L 3VZ-E. This transmission will bolt to the 3.4L using its own bell-housing. This 5-speed manual transmission is nearly identical to the unit placed behind a 5VZ-FE from the factory (also called the R150). The only note-able external difference between the older and newer R150 is the length of the input shaft, the depth of the bell housing, and the bolt pattern on the rear (4×4 models). The later (3.4L) version uses a longer input shaft and deeper bell housing. The newer version also uses a driver side output transfer case (except T100 models) with a different bolt pattern. This often means it is easier and more economical to use the older R150 from a 3.0L application.
The second manual transmission that can be used is the R151 manual transmission, found behind a 22R-TE (turbo). The 4×4 version is mated with a gear driven transfer case that is equipped with a beefy 23 spline input; one of the strongest transfer cases found in a Toyota, and a popular choice in the rock-crawling arena. The R151 also has a lower first gear ratio. This transmission will require the use of a bell-housing from a 3.0L R150 when used behind the 3.4L 5VZ-FE engine.
The third manual transmission that can be used is the R150 found behind the 3.4L 5VZ-FE engine, w/ its own bell-housing. In 4×4 models this transmission was mated to a LH drop transfer case. The only exception is the T100 version, which used a RH drop transfer case. The 3.4L R150 has a unique bolt pattern at the rear that will require the use of an after-market adapter to install a RH drop transfer case. This adapter will require the customization of a gear-driven Toyota transfer case, equipped w/ a 23 spline input shaft and a ‘top-shifting’ configuration. ORS offers this aftermarket adapter and the parts necessary to create this custom transfer case.
The flywheel from either the 3.0L or 3.4L engine can be used. In many cases, the 3.4L version is slightly larger, thus offering a little more strength. A pressure plate, disc and pilot bearing that match the flywheel application can be used. The release (throw-out) bearing needs to match the bellhousing that is being used; a 3.0L application for the old R150/R151, and a 3.4L application for the newer R150. ORS offers clutch kits and individual clutch parts for this conversion.
The first is the R150 that is found in models with the 3.0L 3VZ-E. This transmission will bolt to the 3.4L using its own bell-housing. This 5-speed manual transmission is nearly identical to the unit placed behind a 5VZ-FE from the factory (also called the R150). The only note-able external difference between the older and newer R150 is the length of the input shaft, the depth of the bell housing, and the bolt pattern on the rear (4×4 models). The later (3.4L) version uses a longer input shaft and deeper bell housing. The newer version also uses a driver side output transfer case (except T100 models) with a different bolt pattern. This often means it is easier and more economical to use the older R150 from a 3.0L application.
The second manual transmission that can be used is the R151 manual transmission, found behind a 22R-TE (turbo). The 4×4 version is mated with a gear driven transfer case that is equipped with a beefy 23 spline input; one of the strongest transfer cases found in a Toyota, and a popular choice in the rock-crawling arena. The R151 also has a lower first gear ratio. This transmission will require the use of a bell-housing from a 3.0L R150 when used behind the 3.4L 5VZ-FE engine.
The third manual transmission that can be used is the R150 found behind the 3.4L 5VZ-FE engine, w/ its own bell-housing. In 4×4 models this transmission was mated to a LH drop transfer case. The only exception is the T100 version, which used a RH drop transfer case. The 3.4L R150 has a unique bolt pattern at the rear that will require the use of an after-market adapter to install a RH drop transfer case. This adapter will require the customization of a gear-driven Toyota transfer case, equipped w/ a 23 spline input shaft and a ‘top-shifting’ configuration. ORS offers this aftermarket adapter and the parts necessary to create this custom transfer case.
The flywheel from either the 3.0L or 3.4L engine can be used. In many cases, the 3.4L version is slightly larger, thus offering a little more strength. A pressure plate, disc and pilot bearing that match the flywheel application can be used. The release (throw-out) bearing needs to match the bellhousing that is being used; a 3.0L application for the old R150/R151, and a 3.4L application for the newer R150. ORS offers clutch kits and individual clutch parts for this conversion.
I can also prove that some T100s with 3VZs use the same clutch kit as some 5VZs(CKT-065). So unless they too have different transmission input shaft lengths(which I've not read is the case), that supports my hypothesis that they are interchangeable. Which for the record is the strongest argument I have to support it. And is how I found out for sure they will in fact bolt in place of each other. Look it up yourself(93-94 T100 w/ V6).
http://partcat.com/aisin
I've found evidence to support that further just now. My research shows a 93-94 T100 input shaft length to be the shorter 8 ⅞"(vs. 10"). The R151 part further strengthens the compatibilty question(as they're a known direct bolt in swap for an early R150, provided the bellhousing matches the engine used). But I was not aware of that prior. And probably should have kept it a secret(since nobody apparently knows that yet either, and I think I want one, before they're all gone).
http://www.americanpowertrainwarehou...supra-r151-16/
Last edited by MudHippy; 04-24-2016 at 02:06 PM.
04-24-2016, 02:19 PM
#23
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Can anyone provide the actually bolt specs for Toyota Part No.: 90105-10138 for the 3.4 manual transmission bolts. I'm ready to drop my motor in tomorrow and the dealership doesn't have them in stock I need to know what length to get at the parts store.
Thanks
Thanks
05-02-2016, 05:10 PM
#30
22mm!? Wow! Boy I guess they are shorter. And not by a little. BY A LOT! The 3VZ-E flywheel bolts are 33mm from the bottom of the flange. That's 11mm or 1/3 shorter.
BTW, they have no markings indicating hardness. I'm guessing they're probably metric grade 8.8 or 9.
BTW, they have no markings indicating hardness. I'm guessing they're probably metric grade 8.8 or 9.
Last edited by MudHippy; 05-02-2016 at 05:12 PM.
05-03-2016, 03:52 AM
#36
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I got mine from local dealership just used website for reference I almost wonder if they gave me the wrong bolts. I'll find out when I try and mount the flywheel I guess.
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