100 Series LX470 8HP swap

[obe12]

I have a solid axle swapped 100 with a 9.5" front diff, so I had clearance issues on the oil pan to keep the truck low.
View attachment 4102339

And yes that a 2uz/a343f, the measurements are Bellhousing mounting surface to tcase mounting surface. That picture kind of sucks, i didn't take it straight on, but it's 27 3/16.

Nice! You have a 105 too? The A343 is a good trans and minor mod can take power. They are not a 8 speed double OD but you know in that rig the 2UZ may not pull Double OD either. Before my 10% reduction in transfer case was to off set the added weight of stuff for the engine to pull it. The supercharger now it doesn’t care … the 2UZ loves forced air induction. My a343 has 418k miles on it and a nomad valance body from Whoesale trans in Australia.

Honestly I should build up the A343 and put it behind the 1FZ and 8 speed the 100. Since I drive it more on the hiway. My 400-500 HP 1Fz is fun to drive. The 442 isn’t happy 1-2 shift tho at much over 5 psi boost… the 8HP would be nice to have in either truck. I have seen some slick install in a 100 far as shifter and selector knob.


You have a monster rig! Extreme off road and wish I had the places to use that on a regular basis. My garages heeders limit how tall I can be and park my trucks inside and on baby 33 inch tires now. That clear my garage doors by 1 inch at best with my roof racks.

Where are you located ?

I like to have a 105 v8 myself ! They don’t make one tho… have to build one.

 

[TrailBornRunner]

Nice! You have a 105 too? The A343 is a good trans and minor mod can take power. They are not a 8 speed double OD but you know in that rig the 2UZ may not pull Double OD either. Before my 10% reduction in transfer case was to off set the added weight of stuff for the engine to pull it. The supercharger now it doesn’t care … the 2UZ loves forced air induction. My a343 has 418k miles on it and a nomad valance body from Whoesale trans in Australia.

Honestly I should build up the A343 and put it behind the 1FZ and 8 speed the 100. Since I drive it more on the hiway. My 400-500 HP 1Fz is fun to drive. The 442 isn’t happy 1-2 shift tho at much over 5 psi boost… the 8HP would be nice to have in either truck. I have seen some slick install in a 100 far as shifter and selector knob.


You have a monster rig! Extreme off road and wish I had the places to use that on a regular basis. My garages heeders limit how tall I can be and park my trucks inside and on baby 33 inch tires now. That clear my garage doors by 1 inch at best with my roof racks.

Where are you located ?

I like to have a 105 v8 myself ! They don’t make one tho… have to build one.

Yeah, I'm sure double overdrive will be great going downhill haha, im in it more for the double underdrive compared to the A343f. Going to 42s the same time the 8hp goes in, and really looking forward for that really low 1st gear, I won't have to put a doubler in front of the tcase. I will be adding forced induction eventually, not sure which one yet, thats far down the road.

I live in SW Colorado, in the San Juans, and less than a few hours from Moab, also have Farmington, NM just an hour away which is a rock crawler's paradise.

 

[obe12]

“N63 8hp70 w/adapter 27.1875" Forgove me, that’s the BMW all wheel drive trans? With the thinner Domiworks BMW to Toyota Transfer case adapter is only 3/8 longer than stock Toyota a343? Am I understanding that correctly? Yeah 3/8 months is not much at all. With the engine adapter on it or need to add the thickness with engine adapter that is another 20mm?

Sorry just want to understand this and make informed decisions.

The dodge 8HP Domiworks claimed with the Dodge to Toyota adapter was pushing nearly 2.8 inches longer.

From Domniworks

So if we take the Dodge Ram 1500 as example from what I did last time.



Adapter kit is 45mm

Transmission is 616mm

Transfer Case adapter is 126mm,



Total of 787mm from back of engine to where transfer case is mounted.

787 mm 30.98 inches ! Compared to 27 3/16

 

[obe12]

“N63 8hp70 w/adapter 27.1875" Forgove me, that’s the BMW all wheel drive trans? With the thinner Domiworks BMW to Toyota Transfer case adapter is only 3/8 longer than stock Toyota a343? Am I understanding that correctly? Yeah 3/8 months is not much at all. With the engine adapter on it or need to add the thickness with engine adapter that is another 20mm?

Sorry just want to understand this and make informed decisions.

The dodge 8HP Domiworks claimed with the Dodge to Toyota adapter was pushing nearly 2.8 inches longer.

From Domniworks



787 mm 30.98 inches ! Compared to 27 3/16

Yes, near the 4 corners … did a lot of trails close in Moab or they stayed open?

Moab is 1000 miles away from me. Been there many times in the early 2000’s in my yota mini dual case truck straight front axle swapped 87, 3.4 v6 supercharger auto a340F dual case

 

[TrailBornRunner]

“N63 8hp70 w/adapter 27.1875" Forgove me, that’s the BMW all wheel drive trans? With the thinner Domiworks BMW to Toyota Transfer case adapter is only 3/8 longer than stock Toyota a343? Am I understanding that correctly? Yeah 3/8 months is not much at all. With the engine adapter on it or need to add the thickness with engine adapter that is another 20mm?

Sorry just want to understand this and make informed decisions.

The dodge 8HP Domiworks claimed with the Dodge to Toyota adapter was pushing nearly 2.8 inches longer.

From Domniworks



787 mm 30.98 inches ! Compared to 27 3/16

That is correct, I have the BMW 8hp70 Xdrive with the tcase adapter currently bolted to it. Still waiting for the engine adapter I ordered in December... should be getting the same time @Papa Wickey gets his, in the next month or so

 

[obe12]

That is correct, I have the BMW 8hp70 Xdrive with the tcase adapter currently bolted to it. Still waiting for the engine adapter I ordered in December... should be getting the same time @Papa Wickey gets his, in the next month or so

Hate to ask, the BMW 8HP70 trans

What kind of money to buy one of those and how hard to find ?

 

[obe12]

Forgot to ask, what 60 years old does and up for work 2:45 am this morning.

Do you need to refresh or update the trans internally besides the TCU work to make it reliable ?

 

[TrailBornRunner]

@obe12 If you're referring to the trails in the early 2000s around Moab, from what I've heard is a good portion have been shutdown, I didn't start wheeling Moab until 2015-16.

I ended up getting my 8hp70 for $550 shipped off ebay, plenty available. Came with warranty as well, had 60k miles. I've cracked it open and looks pretty good inside, replacing all the shift valves and pistons while I've got it on the stand with the Sonnax Zip Kit. Just had to do all that in my Allison 1000 while in the truck, that sucked, so might as well replace everything while it's out. And just keeps peace of mind while out deep in the backcountry where I take this thing.

 

[obe12]

@obe12 If you're referring to the trails in the early 2000s around Moab, from what I've heard is a good portion have been shutdown, I didn't start wheeling Moab until 2015-16.

I ended up getting my 8hp70 for $550 shipped off ebay, plenty available. Came with warranty as well, had 60k miles. I've cracked it open and looks pretty good inside, replacing all the shift valves and pistons while I've got it on the stand with the Sonnax Zip Kit. Just had to do all that in my Allison 1000 while in the truck, that sucked, so might as well replace everything while it's out. And just keeps peace of mind while out deep in the backcountry where I take this thing.

That is cheap for a trans that low of mileage.

I am not happy with yota 5,6 speeds … sorry guys throw rocks … small case 760 give performance shift codes 125-165 k miles and AB60’s double OD big case same issues normally 200k up tho. The older 340’s seem to last higher mileages. But 4 speeds. 5 speeds beginning of the Ws fluid trend and performance shift codes I see 150K up. Not Toyota quality standards IMO.

You’re exactly right! I don’t want troubles when I leave here for a 4800 Overland trip and get to Montana and have trouble. We were gone a month last big trip. Don’t need those problems. No body wants problems yeah I get it but why I have an older Landcruisers.

The 8HP I don’t know what their weakness are and that gives me concern somewhat. What am I inviting to my stable…

May I ask, how are you planning on controlling the BMW trans ?

You have my curiosity up! Now this is actually doable for either of my cruisers.

Thanks

 

[TrailBornRunner]

That is cheap for a trans that low of mileage.

I am not happy with yota 5,6 speeds … sorry guys throw rocks … small case 760 give performance shift codes 125-165 k miles and AB60’s double OD big case same issues normally 200k up tho. The older 340’s seem to last higher mileages. But 4 speeds. 5 speeds beginning of the Ws fluid trend and performance shift codes I see 150K up. Not Toyota quality standards IMO.

You’re exactly right! I don’t want troubles when I leave here for a 4800 Overland trip and get to Montana and have trouble. We were gone a month last big trip. Don’t need those problems. No body wants problems yeah I get it but why I have an older Landcruisers.

The 8HP I don’t know what their weakness are and that gives me concern somewhat. What am I inviting to my stable…

May I ask, how are you planning on controlling the BMW trans ?

You have my curiosity up! Now this is actually doable for either of my cruisers.

Thanks

These transmissions seems to be bomb proof and last longer than the motors they're attached to, been seeing the Chrysler built 8hps last up to 300-400k, and allegedly the ZF 8hps are better built, but European engines dont last quite as long, but easily get up to 200k no problem.

I'll be using a Maxxecu mini to control mine, only because when I go to forced induction, I'll be upgrading to the race ecu to control both motor and trans, and have the ability to fine tune the boosted motor.

 

[obe12]

These transmissions seems to be bomb proof and last longer than the motors they're attached to, been seeing the Chrysler built 8hps last up to 300-400k, and allegedly the ZF 8hps are better built, but European engines dont last quite as long, but easily get up to 200k no problem.

I'll be using a Maxxecu mini to control mine, only because when I go to forced induction, I'll be upgrading to the race ecu to control both motor and trans, and have the ability to fine tune the boosted motor.

The maxxecu mini doesn’t that work with the intergraed TCU or have to do that bypass ?

 

[TrailBornRunner]

The maxxecu mini doesn’t that work with the intergraed TCU or have to do that bypass

I'll have to reflash the internal TCU with a new program, on the turbolamik, it gets bypassed.

 

[obe12]

I'll have to reflash the internal TCU with a new program, on the turbolamik, it gets bypassed.

I am on Maxxecu webpage and see a reflash tool is needed. 737.80 tool cost unless there is a dealer near by or other that has one.

I see their ECU list….

Hum, interesting… I haven’t worked with MaxxECU only Haltech…

I need to study the OE ECU and see what breaks if removal and use an aftermarket stand alone ECU.

For the cost the pro looks promising to control the engine / TCU … and have 8 coils and injectors.

Let me think here, Boomslang may make a plug and play harness to OE Yoyota 2UZ or go after a harness you’re self. Be nice to possible use don’t know the pin outs in the BMW trans to MaxxECu but utilize the Oe yota wiring all the way to the ECU connectors inside and integrate one adapter harness to the MaxEcU …. And have possible fly lead for extras optional items , like Wideband feedback, e85 flex fuel, outside mode selector ect.

Do you know if the MaxxECU software is like Turbolamik self learning for shifting … and has slip monitering ?

Haltech interfaces with Turbolamik bi directional… support for Flate Shift and load information I understand.

But an all inclusive ECU standalone pro for 1600 to control both engine and TCU is pretty good. I see their pro does knock control and that is a good thing on forced air induction.

I haven’t researched the Pros cons on the trans control yet compared to Turbolamik… my 100 could benefit from a Stand alone and have wideband feedback close loop operation under boost. My Haltech does that on my 80.


Sparking my interest … lets say

 

[TrailBornRunner]

I am on Maxxecu webpage and see a reflash tool is needed. 737.80 tool cost unless there is a dealer near by or other that has one.

I see their ECU list….

Hum, interesting… I haven’t worked with MaxxECU only Haltech…

I need to study the OE ECU and see what breaks if removal and use an aftermarket stand alone ECU.

For the cost the pro looks promising to control the engine / TCU … and have 8 coils and injectors.

Let me think here, Boomslang may make a plug and play harness to OE Yoyota 2UZ or go after a harness you’re self. Be nice to possible use don’t know the pin outs in the BMW trans to MaxxECu but utilize the Oe yota wiring all the way to the ECU connectors inside and integrate one adapter harness to the MaxEcU …. And have possible fly lead for extras optional items , like Wideband feedback, e85 flex fuel, outside mode selector ect.

Do you know if the MaxxECU software is like Turbolamik self learning for shifting … and has slip monitering ?

Haltech interfaces with Turbolamik bi directional… support for Flate Shift and load information I understand.

But an all inclusive ECU standalone pro for 1600 to control both engine and TCU is pretty good. I see their pro does knock control and that is a good thing on forced air induction.

I haven’t researched the Pros cons on the trans control yet compared to Turbolamik… my 100 could benefit from a Stand alone and have wideband feedback close loop operation under boost. My Haltech does that on my 80.


Sparking my interest … lets say

I'm not familiar with the Maxxecu or how it actually works yet, will be a learning curve to get it going. Eventually once I've fully learned it, I'll get the Pro and integrate it as a piggyback ecu with breakout board to make somewhat a PNP harness, but the 8hp harness is separate coming off the Maxxecu. Picture is what the 8hp specific harness looks like.

 

[obe12]

I'm not familiar with the Maxxecu or how it actually works yet, will be a learning curve to get it going. Eventually once I've fully learned it, I'll get the Pro and integrate it as a piggyback ecu with breakout board to make somewhat a PNP harness, but the 8hp harness is separate coming off the Maxxecu. Picture is what the 8hp specific harness looks like. View attachment 4102550

Sweet…. I am not an expert in any means but dime a few wiring on avionics of airplanes “experimental” and have installed a couple of Haltech ECUs for myself over the years.

I download the programmer and tried opening a Base map file, this helps a lot getting the engine as stand alone running. Configures the coils, injectors, sensors values, MAF, fuel pump control, and a startup base mapping of ignition and fuel mixture.

They done have one listed for the 2UZ, just the Supra and 1FZ in line 6, plus some others. So that leads to a lot more headache setting up the ECU as a stand alone to getting it running. Haltech had my 1Fz and changes a few things and up and going it was. Makes it a lot easier with a base map file.

I emailed MaxxECU to inquire if they have a recommendation for. 8HP standalone 2UZ non non VVTI engine. We see what they say..

When I was playing with the configurator selecting a base map the race version had errors , the pro didn’t. Didn’t try the mini.

Boomslang builds plug and play harness mine for my 1Fz was like 750.00 to mate the OEM to Haltech and have fly leads for the extra stuff. To me worth every penny !

To not cut your Oe harnesses and be reversed if desired.

The pins on Haltech are simple crips and easy installs into the connectors. I see Dosch German connectors in your picture and they are easy to pin depin. Yota OE connectors I has to make a de pin tool to release the pin … they are harder.

Your menthod has my attention … the trans and adapter sound like not much change in length is required. Bonus! Just how to control and what shifter to use.

Agreed lower 1st is a major plus … double OD for me in the flat area would be ok.

The demo Mustang on MaxxECU was impressive. They broken the crank in the end fuel turbo engine. Opps

Full standalone for engine trans is best … but more setup time. No base map make it even harder. There was a 100 series with a MaxxECU supercharged on a dyno .. to grab his base file would help a lot. Of coarse changes would need to happen but a good configuration start.

Piggy back info to the TCU works too. Not as clean because no canbus data is shared between the ECUs unless your MaxxECU plugs into your ALDL
Port to tap into Canbus or wires into Canbus if your year has it. Mine doesn’t .. to old.

Appreciate your sharing the information on the trans. Like your rig a lot ! Wish I life’s in an area to take advantage of using one like you have.

 

[Papa Wickey]

I like seeing a shorter transfer case adapter. Papa Wickey, could you maybe provide the actual length of the trans from bell housing to rear of trans were the housing bolts too?

I am considering this swap for one of my two cruisers. I have an 80 with 400ish hp 1FZ, and built a 442F that holding the power 2-3-4 but at max take off has a weak 1-2 shift , at 5 psi of less boost 1-2 is fine. I am considering a 8HP swap but length is my issue with my extended range gas tank.

The A343 with some mods can handle the power and I could remove it from my 100 as your doing and put it in my 80 Haltech controlled, as my 442 is now.

If I willing to send my nomad valve body to Australia Whoesale say they can fix my 1-2 shift with their extreme valve body and will update my nomad.

An 8 speed has my attention…. The redo shafts and movement of crossmember relocation doesn’t thrill me.

I forgot my 80 have a viscus coupler “aka ABS brakes” and the transfer case is longer than in my 100’s version. I just realized this as I am typing and a non viscus coupled transfer case would help in the length issue in my 80!

The 80 and the 100 as very similar, the 80 has a gear presses on the input shaft, the 100 the gear is made to the shaft.

I ran into this doing a 10% reduction gear set in my 100. Have to change that input shaft like you’re about to do. To change the idler gear to change the given gear in main output to change the overall reduction.

My 100 transfer case has an 80 shaft in it now. Because of the underdrive gear set.

Thanks guys for making this happen.

I am watching closely and hopefully learn from the group.

Tex

Definitely options for the 1FZ as Mike helped to make the adapters. The N63(v8) adapter is 45mm vs 20mm for the UZ adapter. If you go with a ram transmission as that’s more plentiful in the US it’s still about 45mm for the adapter to the engine but the transfer case adapter is longer at I believe 147mm.


This thread is great for a dodge swap on a 1FZ

 

[Papa Wickey]

That is cheap for a trans that low of mileage.

I am not happy with yota 5,6 speeds … sorry guys throw rocks … small case 760 give performance shift codes 125-165 k miles and AB60’s double OD big case same issues normally 200k up tho. The older 340’s seem to last higher mileages. But 4 speeds. 5 speeds beginning of the Ws fluid trend and performance shift codes I see 150K up. Not Toyota quality standards IMO.

You’re exactly right! I don’t want troubles when I leave here for a 4800 Overland trip and get to Montana and have trouble. We were gone a month last big trip. Don’t need those problems. No body wants problems yeah I get it but why I have an older Landcruisers.

The 8HP I don’t know what their weakness are and that gives me concern somewhat. What am I inviting to my stable…

May I ask, how are you planning on controlling the BMW trans ?

You have my curiosity up! Now this is actually doable for either of my cruisers.

Thanks

Reading through all the replies in the thread as I was working on the sister’s Korean car

The 8hp is a pretty stout trans and the bimmer folk have pushed them pretty well above their rated torque capacity so with sub 500hp/tq they should do pretty well.

The only thing I can say with regards to swaps is you want to pick something that’s worth the headache to swap. Of all the transmissions out there there’s a controller for most
@TrailBornRunner got a gen 1 70 that he can essentially keep the factory TCM in place and control it with the maxxecu vs me I bought a gen 2 75 that I can only use turbolamik.

I’ve seen a lot of love for the maxxecu in Facebook groups and it is the cheaper option. It also benefits you with regard to controlling spark and fuel if you need it in addition to the eight speed.
I would just try to get something relatively low mileage under 100k for sub $800

 

[obe12]

Reading through all the replies in the thread as I was working on the sister’s Korean car

The 8hp is a pretty stout trans and the bimmer folk have pushed them pretty well above their rated torque capacity so with sub 500hp/tq they should do pretty well.

The only thing I can say with regards to swaps is you want to pick something that’s worth the headache to swap. Of all the transmissions out there there’s a controller for most
@TrailBornRunner got a gen 1 70 that he can essentially keep the factory TCM in place and control it with the maxxecu vs me I bought a gen 2 75 that I can only use turbolamik.

I’ve seen a lot of love for the maxxecu in Facebook groups and it is the cheaper option. It also benefits you with regard to controlling spark and fuel if you need it in addition to the eight speed.
I would just try to get something relatively low mileage under 100k for sub $800

Good advise…. Gen 1 over Gen 2 to keep options open.

The MaxxECU is looking better and better for me. The wires to the BMW 8HP70 I do not know if they have to be shielded, or twisted pair shielded to keep canbus communications proper. If trying to use existing wiring of my OE harness to transmission in place. Wideband feedback fuel control would benefit me, but at what cost to have it.

The lower rpm’s would help my situation because above 3000 rpm and 5 inches of vacuum my stock ECU goes open loop, instead of 14.7 AFR it drops to .82-.85 lambda 12.0-12.5 AFR . This is good mixture for zero boost with engine under load. But a tad rich at hi cruise 80-85 MPH. Blacks my exhaust pipe bad.
The doubled OD would lower the rpm and stay in closed loop, 14.7 AFR .. better fuel economy.

Not to get off track, but one of the reasons MaxxECU and Gen1 70 series 8HP as an option.

 

[TrailBornRunner]

Good advise…. Gen 1 over Gen 2 to keep options open.

The MaxxECU is looking better and better for me. The wires to the BMW 8HP70 I do not know if they have to be shielded, or twisted pair shielded to keep canbus communications proper. If trying to use existing wiring of my OE harness to transmission in place. Wideband feedback fuel control would benefit me, but at what cost to have it.

The lower rpm’s would help my situation because above 3000 rpm and 5 inches of vacuum my stock ECU goes open loop, instead of 14.7 AFR it drops to .82-.85 lambda 12.0-12.5 AFR . This is good mixture for zero boost with engine under load. But a tad rich at hi cruise 80-85 MPH. Blacks my exhaust pipe bad.
The doubled OD would lower the rpm and stay in closed loop, 14.7 AFR .. better fuel economy.

Not to get off track, but one of the reasons MaxxECU and Gen1 70 series 8HP as an option.

Here's the 5 only wires going to the transmission, 2 seems to be twisted together to the ecu, I can't tell if any of them are shielded or not. I believe this harness was made by Seems Legit Garage, MaxxECU has their own proprietary harness as well.

 

[obe12]

View attachment 4102815
Here's the 5 only wires going to the transmission, 2 seems to be twisted together to the ecu, I can't tell if any of them are shielded or not. I believe this harness was made by Seems Legit Garage, MaxxECU has their own proprietary harness as well.

Thanks I see the twisted pair …

As one of the last aircraft I built for a client aircraft wiring uses Twisted pair or twisted 3 wires shielded to maintain integrity from outside noise and Garmin uses a Canbus network similar to MaxxECU to BMW transmission, shifter, Garmin canbus technology To communicate to all the LRUs “like replaceable units”.
They are strict on overall lengths and tap offs even how much wire is exposed outside the shield ect.


Oe yota uses shield wires in knock sensors and crank / cam sensors at times. Don’t know of any to these older analog transmissions. Just straight wire…

I briefly read Constant power, wake up power like ignition on, Canbus and ground to these 8HPs.
Was the required working reviewing MaxxECU material.