Very late to the party, but why not machine a relief on the transmission side of adapter to depth of the adjacent socket head cap screw, and put a stud in the starter, and use a nut on the stud?
1FZ trans swaps 6R80 10R80 and more
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I machine a bunch of transmission adapters. Some of them I've designed use Toyota starters. Several of these adapters use M10 studs through M12 threaded holes intended for a bolt from the transmission side. It works great, no problems whatsoever.
Anyway to solve the CEL issue to smog?
I have two paths on that to try. One is to trick the stock ECU to think it is in Neutral and then it will not throw codes. The other is to use an OBD2 ECU from a 1996 or 1997 Supra, manual trans, non turbo. I need to get off my butt and try them.
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- #225
FIY
US Shift has finally released their 10R80 transmission controller. Now we can use this awesome trans. Just need adapter to 1FZ. I have one made that also mates to the stock transfer case but it will be a while before I try it. This is the best possible trans for our use. Super low 1st and lots of overdrive with many gear steps. Should be great for crawling and economy. I will post when I get it in, probably 6 months.
The trans is the biggest holdback if you want to use the 1 FZ and want economy and drivability.
Cheers
US Shift has finally released their 10R80 transmission controller. Now we can use this awesome trans. Just need adapter to 1FZ. I have one made that also mates to the stock transfer case but it will be a while before I try it. This is the best possible trans for our use. Super low 1st and lots of overdrive with many gear steps. Should be great for crawling and economy. I will post when I get it in, probably 6 months.
The trans is the biggest holdback if you want to use the 1 FZ and want economy and drivability.
Cheers
I've always felt that way. I'm not afraid to rev the nuts off my 1FZ when appropriate, but it gets THIRSTY. I'd really like to do one of these swaps at some point, but honestly.. 8 or 10 speeds, either one is great. If the adapters are all available when I decide to go ahead, it'll likely come down to price.
Make sure you get a 10R80 with the updates. The CDF drum has a press fit defect from 2017 to 2022. Also, the outer shell (or trash can) has issues with the F clutch gouging divots in it. The updated 10R80 has a hard anodized finish on the outer shell. My 2017 10R80 in my F150 s*** the bed in December 2024 at 62k miles. I had an 8 year warranty, so Ford put a remanufactured transmission in.
FWIW — 8HP and 10R80 both have a 1st gear ratio of like 4.7 so the difference is negligible. It seems like the better choice is whichever is more reliable, more plentiful parts (OEM and aftermarket) and lower cost.
If it wasn’t like $10K to do the swap, I would be all over it.
If it wasn’t like $10K to do the swap, I would be all over it.
I just had a chub, I can't lie.
Here at the restaurant, sitting at the counter.
Let me go see what the local u p n pay has to offer
Just read through the installation instructions for the US Shift TCU. I like that with the 10R80 and this controller, as I understand it, there is no need to open up the valve body and gut the stock TCU, as I had to do with the ZF transmission. That is not a lot of work, just time consuming with the ZF and was the source of one tow back from the top of Highway 4 in the Sierra when the cover I RTV'd in leaked. Solved that by epoxy potting it the second time.
I did not see a boost sensor input for the US Shift TCU. I wonder how they are handling increased clutch pressure under boost. May not be an issue for most, if swapping behind a non-boosted 1FZ, but the 10R80 ships behind a lot of boosted engines, so, there must be some way for the stock configuration to add pressure under boost.
Other than not needing to gut the TCU out of the valve body and no boost sensor wiring, it looks to be about the same as far as splicing into the stock TCU harness for a 1995-1997 1FZ-FE. Nothing jumps out at me as being vastly different.
Does anyone have an overall length for the 10R80 from the bell housing to the transfer case mounting surface? I am curious how the fit will work out. I have all of the overall length numbers for my swap. Without modifying the gas tank, there is maybe an extra 3/4" (19mm) of additional length beyond my numbers. If the 10R80 is much longer than the ZF 8HP75, it might require some additional mods. This also depends on how thick the adapter ends up being. The constraint for my swap on the adapter thickness was the starter snout lining up with a dowel pin location on the ZF8HP75. That limited how thin we could make the adapter. If that same constraint does not exist on the 10R80, then the adapter could be about 1/2" (12.7 mm) thinner without the starter snout hitting the bell housing of the swapped transmission. Unless, by some magic reason, the starter clearance "pooch" in the 10R80 lines up with the 1FZ starter location. That is very unlikely. You can also cut a hole in the 10R80 bell housing, but you then have your starter snout open to road debris and need to fab up some type of additional cover to keep that crap out of the starter interface.
I like their bigger display with more info. Would have to play with their software to see how it compares to the TurboLamik software.
So, who is going first on the 10R80? Remember to get a 2023 or newer transmission. It will have the CDF drum and "trash can" shell updates.
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- #231
Just noticed that a full kit has been released by Performance Diesel Intercoolers in Aus. Full 1FZ to 6R80 and transfer case. They sell it complete with trans and controller though. I have asked them if they will sell just adapter, and also if it will work with 10R80.
This may be the perfect setup. And now available, but expensive.
This may be the perfect setup. And now available, but expensive.
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- #232
PDI Landcruiser 6 speed (6R80) Auto Conversion Kit for 80/100/105 and HDJ79 – PDI Intercoolers
not used
performancedieselintercoolers.com.au
I apologize if I missed the answer to this question, but do these swaps work with vehicles factory-equipped with the a442f?
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- #234
Yes, but you have to buy a transmission controller. Not sure what you are asking.
Reading though this thread at work the week of Christmas, @OutlawMike did you ever manage to see if the other ECU would support the A343F being gone? I am trying to look into doing an 8hp swap myself on my 100 series and this thread has been a wealth of knowledge.
Hello,
I have not tried that, but do have two weeks off for Christmas starting tomorrow. On my list of things to do if it rains like the forecast says. Since you have the 100 Series, you have the V8, correct? Different PCU on that rig than on the J80. The only reason the ECU from a M/T Supra might work on the J80 is that the Supra also had an inline six engine and shared the same EFI design with the sensors being the same. What I am going to try would not work on a V8 rig. Did Toyota ever ship a 100 series with a M/T to North America that was OBDII compatible?
They did not. I might possibly be able to get Aussie or UAE V8 M/T ECU since I found the p/n but not sure how all of it may work. I am thinking of trying to run an auto trans emulator or worst case standalone ecu. I say worst case because apparently MaxxECU doesn't support AWD/4x4 8HP setups so if it ends up that way I'd need a standalone ECU and TCU. Another mud member that did a 5 speed swap told me I may be able to jump the NSS and a couple resistors for the auto trans solenoids to get rid of codes and then just use the auto ecu.
Super interested to see if you have any videos with the 80 driving around on the 8 speed
I will try to trick the ECU first. I have the resistors that match the solenoid resistance. The idea that another member came up with was to trick the PCU into thinking the transmission is in Neutral and it would then not care about shifting gears. Not sure if the logic in the PCU for the transmission will care if the engine is doing engine things under load when the trans is supposed to be in neutral. In theory, the engine cannot be under load when in neutral, it should just hit the rev limiter when the throttle is depressed. Also, could trick it into thinking it is in Park. No one has any idea how the check engine light logic works for transmission faults, so, it will be a trial and error thing. If it works, then at least on an OBDII J80 the PCU can be tricked. I do know that the PCU's got smarter as time went on, and also the transmissions got more complex.
I heard that Australia did not go to OBDII until much later than North America. Not sure of the date range. Also, not sure if the OBDII communication protocol in Australia would match the communication protocol in North America. That is important if you have to smog the car. It has to be able to talk to the North American smog test stations.
And, lastly, at some point PCU's got VIN locked to the vehicle. The J80 and the Supra do not have that, so, you can just swap the ECU from a M/T Supra (Not a PCU, does not have trans controller in it) into the J80 to replace the J80 PCU and not get any VIN errors.
Oh, and yes, I will get off my butt and have my son record some drive videos in the J80.
Luckily, while my 100 series is wearing Cali tags for the moment I can swap to South Dakota tags if I end up doing the standalone swap and then I won't have to worry about smog OBDII testing