I was looking around on the marlin crawler site and the dual Tcase mod really got my attention, and I saw that the 2nd case/adapter/shift linkage was 900, and just the adapter is 400, I could probably get a used case froma wrecking yard for 150-200 bucks and then use the stock linkage. so there is maybe 600 for it. I only want to use both stock gear sets. then I could have the stock ~52:1 with the 5.29's and the low/low would be ~133:1. 3.83x2.57x2.57x5.29 right?

I got a couple questions though, does anyone make a adapter to where I dont need 2 4cyl cases and I can just bolt another V6 case to my case already under there?

and would the dual stick shifter work on the V6 case , maybe some 133:1 2wd clutch drops could make the runner do a bit of a wheelstand

 

The modification you are talking about is not possible. The design of the chain driven case makes it so. If you want dual cases, the only way is to get the V6 to 4cyl adapter, then get a regular crawler adapter and 2 t-cases. The $900 package I believe is for a rear driveline disconnecting case. You don't need this unless you want to do "front digs", or have front wheel drive only. Marlin sells a fully assembled setup with both adapters, 23 spline input shafts, and both t-cases for $1699, or he sells the kit with everything you need except the 'cases for $1099. You can usually find used cases for around $150 each.

 

yeah, i knew thos prices, and the 900 dollar kitn that I was lookng at was an assembled case, the adapters and the shoift linkage for the 2nd case, everythign for a dual case setup if I had a 4 cylinder. but on that 1700 dollar setup do you get to choose the gears or do you get 2 2.28's because I want to have one 4.70 and one 2.28. cuz the 4.70 gears are like 450 bucks I think so that would make up the difference of buying the 2 used cases and then the gear

 

I believe the kit comes with both 2.28 gearsets. Give Marlin a call and ask him what he would charge to change one to 4.7, it may be less than buying a separate gearset.

 

From what I understand, Marlin has made an adaptor that lets you keep the V6 gear reduction unit up front, bolt on a second 4 cyl case. This saves the cost of one adaptor, set of gears and input shafts.

Don't quote me, but I heard this.

 

that would be good.

 

You're on the right track, but have it backwards. He came up with a kit that lets you use a 4cyl gear driven t-case reduction box and the stock V6 transfer case behind that. This was developed for Tacomas, because the output for the front driveshaft is on the other side which makes using 2 gear driven cases useless. He doesn't list this kit for '88-'95 V6 trucks, but I'm sure the Tacoma kit would work since they use the same transmission. Most people would prefer just to switch to a pair of gear drive cases since they're stronger and relatively cheap.

 

The gearboxes are relatively cheap, but the input shafts and gears for them are not. you cannot use the 21 spline shaft and HAVE to pull the t-case apart to put in the 23 spline stuff. The prices on those parts are 3-4 times the cost of the transfer case itself.

While I certainly agree that the dual 4 cyl t-cases properly outfitted is the correct choice, I think the idea of only having to redo one case has a lot of merit for those needing midline performance improvement. My 173:1 crawl ratio is more than slow enough and if I'd stayed with my 5.29 gears I'd be at 223:1. I found that ridiculously slow and only used that when playing around. I could have obtained the exact same gear ration with the setup that Marlin is now selling.

 

But they don't use the same transmission. The '89-'95's use the W56, after '95 it changed to a W59. The tailshaft extension bolt pattern is different. Since they are both W series trannies, you may be able to swap a W59 extension housing onto a W56 though and then use Marlins setup. Might be worth looking into.

 

everytime I see your sig toy I start thinking about an immdiate swap when I get my runner. onyl 2 trucks I have ever had were an old 66 with a 400sb

and then an 84 with the 6.2 DSL. now I know the 6.2 was no powerhouse on the freeway but it would pull a house without going into 4 low.

so going to underpowered 3 liter 6 might suck, but now that I got no money for a 2nd gen, and I wont have money/time for one until I get out of boot camp/A-school I might just go with the 3rd gen with the 3.4. I like the looks of the 2nd gen alot, plus, being older i wont fel so bad everytime I add another ding to it.

I am gonna research the V8 swap now, how did you work the dualcase setup with the V8, I am sure they make them for other trucks but that sm420 sounds familiar, I think on marlincrawler.com I saw a link to cases for all sorts of trannies and I think that was on the list. and did you ever run it without the SC, seems like just the sb would be enough, blown must be better but I dont need a ton of power, just some low end grunt that the V6 lacks.

 

Yeah, I was talking about the V6 trucks and Tacomas using the same trans. Marlin also has a kit for the 4cyl Tacomas.


If I were doing it, I'd buy the dual 4cyl setup. Fully assembled with both cases for $1800, or in kit form without 'cases for $1100. Your only other option is the kit that reuses the V6 t-case, and that's $1500 assembled or $1000 in kit form.

Here's a link to all the info on FJ40 crawlers and transmission applications: Link

 

Once you adapt one t-case to your transmission, the second is easy. Both Marlin and OTT offer adapters from the SM420 or 465 to a Toyota t-case. I chose the OTT because it's longer by about 3". Even so, my transmission/dual case combo is only 3" longer than the stock setup. Since the tranny has a granny low (think of it as another transfer with a 2.0:1 low range), 23-spline t-cases is virtually an essential requirement.

 

I saw that advance adapters has a bell housing for a small block chevy to a W56 trans. and I am now looking at a runner that has a 4 cylinder in it thsts real close to me, the 22r is mated to the W56 in the 2nd gens right? so then I have the gear driven case. im just worried about the stock trans that was dealing with a 4 cylinder now having to hold the torque of a V8.

 

Boom!

A W56 won't lst long behind a V8. I've seen quite a few try and fail, often quite dramatically. The AA bellhousing works well for the 4.3 though.