1FZ-FE Thoughts/Clarification

[midknightc3]

I plan to try it with H55 first, as my Qatari friend did for his swap, then go with H151 if needed.
When I reached my Qatari friend, he shared this photo, which is an FZJ80 bell housing that had been modified to fit the H55 pattern.

View attachment 4004208

So is that a factory 1FZ-FE to H151 bell housing that was drilled at tapped to accept the H55F? Doing this, does the H55 shifter match up to the factory holes in the transmission hump of an FJ60? The bell housing conundrum is my single biggest hangup in doing this swap. What about the input shaft from 1FZ to H55, are they the same?

I am currently planning to run with the Haltech kit for the ECM as I am considering a supercharger in the future, though not entirely sold on that idea.

Clark

 

[Meshal]

yes it is an h151 housing that has been filed then drilled to match h55 position. the guy wanted to keep the h55 position on the car so he keeps the shifter the same position.

The input shaft I'm positive it is the same.

if you want the faster way, just keep it with h151

 

[White Stripe]

I would probably swap in the gm straight 6 rather than the 1fz. Then you get vvt and easier flexibility tuning wise as they use the LS motor ECU.

 

[PIP]

I would probably swap in the gm straight 6 rather than the 1fz. Then you get vvt and easier flexibility tuning wise as they use the LS motor ECU.

The GM Atlas inline six is an impressive little guy. I personally think there's a stigma around them that they're just a junky Trailblazer engine. People don't realize how advanced/impressive those engines were.

If I wanted to swap an inline six gas engine into something it would be the 4.2 Atlas.

 

[White Stripe]

The GM Atlas inline six is an impressive little guy. I personally think there's a stigma around them that they're just a junky Trailblazer engine. People don't realize how advanced/impressive those engines were.

If I wanted to swap an inline six gas engine into something it would be the 4.2 Atlas.

I view it as a great option if you want to retain the i6 motor feel that the cruisers all had rather than v8 but get a pretty good power boost. Being that they were in front of a 4l60e gives you pretty much any transfer case option you want. 300hp and a very long flat 300 torque curve would make a nice driving cruiser.

 

[midknightc3]

OK, this project is moving along and I'm starting to stack up more questions. I stumbled upon mention of the H152 (33030-60C51) transmission which is still available new from Toyota here in the US. It seems this transmission has the best of all the worlds, lower first gear, higher 5th gear, smooth shifting, etc. etc. What I can't seem to find if the input shaft on the H152 will match a 1FZ? Same bell housing at the H151? What about shifter alignment into my 60, would this be all screwed up?

Thanks!
Clark

P.S. I now have three engines in my relative possession, one is a complete engine out of an 96 LX460 that I picked up complete with manifolds, most sensors, etc. It has a burnt valve on cylendar #5, but is otherwise said to be in good working order with ~250k miles. The other two are rougher, but should provide enough parts to get a working engine together, hoping to drop the complete engine at the machinist this coming week :-D

 

[midknightc3]

It appears the input shaft on an H152 is the correct splines, but too long for the 1FZ, requiring either replacing the input shaft or sourcing an extra long bell housing. Can anyone confirm or deny this?

 

[PBcuiser]

It appears the input shaft on an H152 is the correct splines, but too long for the 1FZ, requiring either replacing the input shaft or sourcing an extra long bell housing. Can anyone confirm or deny this?

I don’t know any specifics about that trans but if the only difference is truly just the shaft length then it would be pretty easy to get a flat spacer made to make up the difference the bell housing and engine.

 

[gonzopancho]

It does not make LS power

Rumor says you can install a turbo and it will close the gap to a LS3.

I know it's possible in a FJ55.

 

[gonzopancho]

It appears the input shaft on an H152 is the correct splines, but too long for the 1FZ, requiring either replacing the input shaft or sourcing an extra long bell housing. Can anyone confirm or deny this?

Any of these H151F transmissions will bolt right up. Last column is production dates.

33030-60A40 TRANSMISSION UNIT ASSY, MANUAL 33030 FZJ100..5F..GCC H151,FRONT SEAT = SEPARATE SEAT TYPE 01 02.2005 - 05.2005
33030-6A290 TRANSMISSION UNIT ASSY, MANUAL 33030 FZJ100..5F H151,FRONT SEAT = BENCH SEAT TYPE 01 01.1998 - 08.2000
33030-6A310 TRANSMISSION UNIT ASSY, MANUAL 33030 FZJ100..5F H151,FRONT SEAT = SEPARATE SEAT TYPE 01 01.1998 - 08.2000
33030-6A460 TRANSMISSION UNIT ASSY, MANUAL 33030 FZJ100..5F H151,FRONT SEAT = BENCH SEAT TYPE 01 08.2000 - 08.2002
33030-6A490 TRANSMISSION UNIT ASSY, MANUAL 33030 FZJ100..5F H151,FRONT SEAT = SEPARATE SEAT TYPE 01 08.2000 - 08.2002

From: https://partsouq.com/en/catalog/gen...1peOh8wAAAAAvp2mgQ==$&vid=0&number=330306A310

I think you'll want both the input shaft and bell housing to convert a H152F to work with a 1FZ-FE

 

[TreadingLight]

I just rode in a Cruiser & Co boosted fzj80 at the terrain taimer open house and - holy s***. That is a beast. Based on my butt dyno it out-pulled the 1hd-ft swapped troopy that was also there. And the Troopy itself was really impressive.

A 60 with a turbo 1fz would be a wild ride.

 

[cruiserloco]

Good things are happening here...

 

[midknightc3]

@gonzopancho , is there a functional difference between those trannies? My existing plan is to use my current H55f, but in some reading I came across the H152 which has the lower 1st and 2nd, and a higher 5th, while also being more refined. Does this sound realistic? It's a huge financial markup from reusing my existing: New tranny, new transfer, changing input shaft, custom drive shafts, new tranny mounts...

What do you know about shifter alignment if I were to go the H152 route?

Thanks!
Clark

 

[gonzopancho]

I just rode in a Cruiser & Co boosted fzj80 at the terrain taimer open house and - holy s***. That is a beast. Based on my butt dyno it out-pulled the 1hd-ft swapped troopy that was also there. And the Troopy itself was really impressive.

A 60 with a turbo 1fz would be a wild ride.

That 55 above is a 4.6L 1fz from a 105 series with a C&C turbo, methanol injection, aftermarket ECU and h55f

It is wild. And it likely makes more power to the ground than the 80 you rode in.

 

[gonzopancho]

@gonzopancho , is there a functional difference between those trannies?

H15x is stronger, longer, has a shorter 5th, and taller 1st. The shifter feels also very different. I have a h152f in my FTE-swapped lx450.

My existing plan is to use my current H55f, but in some reading I came across the H152 which has the lower 1st and 2nd, and a higher 5th, while also being more refined. Does this sound realistic? It's a huge financial markup from reusing my existing: New tranny, new transfer, changing input shaft, custom drive shafts, new tranny mounts...

So use it.

What do you know about shifter alignment if I were to go the H152 route?

See above where the lasting calls out separate seats or the bench seat? The bench shifter is farther forward (toward the firewall).

Thanks!
Clark

 

[midknightc3]

H15x is stronger, longer, has a shorter 5th, and taller 1st. The shifter feels also very different. I have a h152f in my FTE-swapped lx450.

So use it.


See above where the lasting calls out separate seats or the bench seat? The bench shifter is farther forward (toward the firewall).

Copy that. I really enjoy the lower 1st on my H55f and I really don't want to give that up. The H152 seems like a really sweet jack of all trades, but much more complicated and expensive than I really want to get involved with when I already have a good option installed. Thank you!

 

[gonzopancho]

I have a lot of my own products cast from various grades of aluminum then machined in house. A friend of mine is a brilliant patternmaker.

Those FJco bellhousings look ROUGH. They look like an afterthought more than a product if you've ever dealt with patterns and sand casting.

Given what I figure the market probably is for this stuff (not that big) and the nightmare factor of working with foundries on small runs this is what i would do-

I would build an HMC fixture to mill the back off and prep 343 and 442 bellhousings. Then I'd make new trans mounting surfaces from 6061. Basically tab and slot to rough locate. Then weld these on with the bellhousing bolted to a fixture plate so it moves very little.

Then back into the HMC for one or two ops to mill one or both sides plus clutch release hole/features depending on how much the block side warps.

I'd offer two flavors- One for the H55, one for the NV4500.

NV4500 is way cheaper and better than an H150.

I've done tons of castings and still do a fair amount. Casting is the dead last option in todays modern era of USA manufacturing.

Now, if you're going to have them made overseas by low bidder then it's totally different story. Tons of foundries to work with. Not my cup of tea though.

I’d do a TR-4050 long before a NV4500. Better transmission and available new.

That was the unannounced plan, anyway.

 

[gonzopancho]

The Haltech is tunable and makes more power and also allows for a manual transmission.

I put a Haltech 2500 in the LV
ECU Masters EMU Black in the 55

Both of these are turboed, and run a H55F. The fj55 has methanol injection. We’ll see how the H55F stands up to 400HP. Maybe it’s the first to get a TR-4050

The 1HD-FTE swapped LX450 has a H152F (and bigger injectors, bigger turbo, intercooler, etc.). 79 series ECU with a piggyback.

The 40 is getting a 5.2L “full tilt” 1fz-fe that @FJ60Cam built with a H55F and probably another EMU Black ECU.

Did the deal on a Haas VM-3 today. Have to move it and get setup. Should have bell housings sooner rather than later.

 

[PIP]

I’d do a TR-4050 long before a NV4500. Better transmission and available new.

That was the unannounced plan, anyway.

I think for this application that may be true. However, I don't buy the TR4050 hype. Long term will tell, but I believe the ratings for that light of an aluminum transmission are optimistic at best.

Nv4500's have their flaws. I still build them occasionally. Have for over 2 decades. I guarantee you will twist the input shaft off before you break the guts with a 1-1/4" input and 5th gear will make it to 200k miles if I put it together. 1-3/8" input and you will probably break the cluster if you actually manage to break something.

I've rebuilt the same NV4500's for the same customers multiple times. The lowest miles between builds to date is 220,000 miles. I was just talking to one of those guys the other day. He was starting to gripe a bit about my transmission build "only" lasting a quarter million miles. I reminded him his clutch exploded on the East coast, damaged the input shaft and the shop that repaired it f'd it up.

And you can buy new NV4500's. They come in pieces. You just put it together. Like legos.

Nv4500 is the best supported stick on the planet. They shift great too. A core can usually be found around $700.

I think they're a fair deal for what they are.

If the claim was the TR4050 is better than a T5 or AX15/R151- Yes, absolutely agree.

Better than NV4500? I don't see it.

Tr4050 weighs 60 lbs less than an nv4500. Most of that is gears and shafts. Nv4500 case is only 30 pounds.

 

[gonzopancho]

I think for this application that may be true. However, I don't buy the TR4050 hype. Long term will tell, but I believe the ratings for that light of an aluminum transmission are optimistic at best.

Nv4500's have their flaws. I still build them occasionally. Have for over 2 decades. I guarantee you will twist the input shaft off before you break the guts with a 1-1/4" input and 5th gear will make it to 200k miles if I put it together. 1-3/8" input and you will probably break the cluster if you actually manage to break something.

I've rebuilt the same NV4500's for the same customers multiple times. The lowest miles between builds to date is 220,000 miles. I was just talking to one of those guys the other day. He was starting to gripe a bit about my transmission build "only" lasting a quarter million miles. I reminded him his clutch exploded on the East coast, damaged the input shaft and the shop that repaired it f'd it up.

And you can buy new NV4500's. They come in pieces. You just put it together. Like legos.

Nv4500 is the best supported stick on the planet. They shift great too. A core can usually be found around $700.

I think they're a fair deal for what they are.

Fair point. Last transmission I rebuilt was 40 years ago and couldn’t be picked up by hand. Required a forklift just for the bellhousing.