Does anyone know where I can find physical dimensions of various Toyota engines?

I want to find detailed tech info on the 3.0 V6, the 3.4 V6 and the 4.7 V8.

Here's my thought process. If people can shoehorn Chevy and Ford V8's in the 2nd Gen Runner, why not put the 4.7 V8 from Toyota in there? The Tundra engine is old enough that it's possible to find in salvage yards.

Would the 3.0 V6 auto slushbox be able to handle the 4.7? Would it even bolt up?

Would it be easier to swap the entire engine-tranny-tcase from a Tundra instead of trying to piece old and new together?

Can the gear driven Toyota tcases handle the 4.7? Would they bolt up to the Tundra tranny? Would it be easier with a divorced tcase?

With the extra motor, would I be able to keep my A/C?

Lot's of questions - any answers out there? Should I just go get my head examined?

 

Have I stumped Yotatech-dom?

 

I don't know the answers but have been thinking that if I had enough $ then I 'd have someone just do it. Just think, we'd vault over the 96+ year 4Runners with a smoother more powerful mil. I'm all for it if we can figure out what needs to happen. The 5 sp should handle the tourque as they (NWOR) folks say that if you drive normally the transmission will handle both Ford and Chevy V8 power.

 

I have an Auto unfortunately. The more I think about this, the more sense it makes to swap the whole engine, trans, tcase in from a Tundra (if it will fit ). I don't know if the Tundra tcase is gear or chain drive - or if I can bolt a gear driven tcase (or two) to the Tundra tranny.

Anyone else with some thoughts?

 

Everything that is shift on the fly is chain driven.

 

Aaah! The plot thickens. So if I changed my chain driven tcase to a gear driven one, it would no longer be shift on the fly?

 

I don't think so. The gears in the gear-driven transfer case are straight cut and have no synchros so you'd have to "double - clutch" it in. Have no idea how else to do that but stop, lock in the hubs, and ten shift into 4wd. This isn't really a big inconvenience in my opinion and that is exactly why I put manual hubs on. Not only do I save wear on the CV's but I have to get out of the truck before I drive into a mess - and perhaps see a better line through my path.

 

The only thing that I have to add is that I know I have read that the T-Case is one of the strongest links in the chain from the engine to the wheels.

I recall this from a site where a 2nd gen owner put a modified supra engine in his rig, and went through a number of trannies, but the t-case was unaffected.

 

No guesses on dimensions. On my folks Sequoia, I am always impressed there seems to be so much room, same on my bro's 97 with a 3.4. Not the case in my 95.

T-case should not be a problem excepting the fact that yours is not seperable from the tranny. People run dual Toy cases behind SBC's with no worries. SupraRunner has big numbers and duals.

Auto tranny would likely not take the torque and hp.

Rear end would probably poop eventually.

A supercharged 3.4 makes comparable power with less hassle, Supra makes more for less dough.

 

The biggest problem with chain-driven cases is that you can't put lower gears in them - at least noone has developed any. Obviously gear on gear will always be the strongest connection but chain is pretty good. I don't know of many guys breaking chains with Toy cases like Chevy, Ford, and Dodge owners do with NP cases.

 

Just curious - what exactly does the term "double-clutch" mean? I've heard it before, but never knew what it meant.

 

In the days before gears were cut an angle it was very hard to shift gears. You'd put in the clutch, shift into neutral, let out the clutch. That's the first part of double clutching. Now the tricky part. Put the clutch in, rev your RPM to match where they will be when the gears mesh and then put it in gear. If you don't get the RPM's close there will be a very nice grind to go with your shift.

 

Ahh, my brain has a new wrinkle...thanks Victor.