I’ll try to keep this fairly short as it’s nothing new around here. This rig is back on the road, though definitely needs some kinks worked out.
Long story short: I’ve owned this FJ60 since 2004. 2F had somewhere north of 300k miles on it and was getting tired. Rather than rebuild and the associated cost of that I decided to swap in a 5.3 block that I had. I bought a wrecked 99 GMC Sierra to use the heads to replace the bad heads on my wife’s Suburban. With a used set of heads and a rebuild this 5.3 could see new life in my Cruiser.
This build seems to be a bit off the norm so hopefully others can see some of the pitfalls that may come their way if they do something similar.
Rig: 1982 FJ60- so short transmission, closer transfercase, and short front driveshaft.
Motor: 99 5.3 Vortec, first year of the LS style 5.3, small injectors, etc. I rebuilt this motor myself with flat top 4.8l pistons, an LS1 camshaft and LS1 241 heads. LS1 corvette zo6 cast exhaust manifolds. Wiring harness by myself with guidance and pcm red lash from lt1swaps.com. Ford contour electric fans. Motor mounts by Sky Off-road Design, these are awesome and stout and very pretty but I’m not sure the passenger side is going to clear the ac compressor(carved on the mount but haven’t tried to mount the compressor yet). I used an FJ62 air cleaner with an FZJ top. But needed to route the intake in an S and point the intake tube toward the firewall to get clearance, see clearance issues below.
Adapter: AA Ranger III Overdrive. I did this because I like the manual trans but wanted overdrive, it serves as the adapter, and it leaves my trans, transfer, and driveshafts in the stock locations so I can use the stock crossmember and not bury the motor into the firewall. It comes with its own set of problems which I’ll try to discuss later.
Trans: H41, this was actually an early h41 that was mated to a one piece transfercase from a 40 series. I bought it from Charles Wirrell (RIP, brother) out of a Central American truck ages ago. I transplanted the guts into an FJ60 case.
T/case is stock
Radiator is a new CSF FJ62 unit that I had the inlet replaced with the appropriate 1.25inch inlet and a 1/4” barn installed for the steam line. In retrospect I should have had them swap the inlet and fill necks for easier routing. Oh well. Live and learn.
So, lessons learned:
I don’t like the Ranger. I like the o/d and the adapter part of it. But it is loud and it is currently leaking from somewhere I can’t get to without dropping the whole shebang and I have less than 300 miles on it. Additionally, and this a key note that others ought take into consideration: keeping the trans in the stock location (a selling point) requires you to place the motor extremely far forward in the engine bay, this necessitates lowering the motor to clear the hood. I have about a half inch between the motor and the hood. Slim electric fans become a requirement, air intake routing becomes difficult, and my oil pan is dangerously close to the front pumpkin. I already had 2.5” lift springs (probably flattened) and extended shackles but I only have 3/4” or so between the pumpkin and the H3 oil pan. I extended the bump stops to keep from cracking it but SOA is going to be required. So, it would have been better to move the trans back several inches or go with another trans like an NV4500, or 4l60e if you’re okay with an auto.
I’m sure I’m forgetting something but I know y’all will ask the right questions.
Please bear in mind this was a home built in a gravel floored shop over the course of a year (yes, I started strong and then slowed down as I ran into issues)
Long story short: I’ve owned this FJ60 since 2004. 2F had somewhere north of 300k miles on it and was getting tired. Rather than rebuild and the associated cost of that I decided to swap in a 5.3 block that I had. I bought a wrecked 99 GMC Sierra to use the heads to replace the bad heads on my wife’s Suburban. With a used set of heads and a rebuild this 5.3 could see new life in my Cruiser.
This build seems to be a bit off the norm so hopefully others can see some of the pitfalls that may come their way if they do something similar.
Rig: 1982 FJ60- so short transmission, closer transfercase, and short front driveshaft.
Motor: 99 5.3 Vortec, first year of the LS style 5.3, small injectors, etc. I rebuilt this motor myself with flat top 4.8l pistons, an LS1 camshaft and LS1 241 heads. LS1 corvette zo6 cast exhaust manifolds. Wiring harness by myself with guidance and pcm red lash from lt1swaps.com. Ford contour electric fans. Motor mounts by Sky Off-road Design, these are awesome and stout and very pretty but I’m not sure the passenger side is going to clear the ac compressor(carved on the mount but haven’t tried to mount the compressor yet). I used an FJ62 air cleaner with an FZJ top. But needed to route the intake in an S and point the intake tube toward the firewall to get clearance, see clearance issues below.
Adapter: AA Ranger III Overdrive. I did this because I like the manual trans but wanted overdrive, it serves as the adapter, and it leaves my trans, transfer, and driveshafts in the stock locations so I can use the stock crossmember and not bury the motor into the firewall. It comes with its own set of problems which I’ll try to discuss later.
Trans: H41, this was actually an early h41 that was mated to a one piece transfercase from a 40 series. I bought it from Charles Wirrell (RIP, brother) out of a Central American truck ages ago. I transplanted the guts into an FJ60 case.
T/case is stock
Radiator is a new CSF FJ62 unit that I had the inlet replaced with the appropriate 1.25inch inlet and a 1/4” barn installed for the steam line. In retrospect I should have had them swap the inlet and fill necks for easier routing. Oh well. Live and learn.
So, lessons learned:
I don’t like the Ranger. I like the o/d and the adapter part of it. But it is loud and it is currently leaking from somewhere I can’t get to without dropping the whole shebang and I have less than 300 miles on it. Additionally, and this a key note that others ought take into consideration: keeping the trans in the stock location (a selling point) requires you to place the motor extremely far forward in the engine bay, this necessitates lowering the motor to clear the hood. I have about a half inch between the motor and the hood. Slim electric fans become a requirement, air intake routing becomes difficult, and my oil pan is dangerously close to the front pumpkin. I already had 2.5” lift springs (probably flattened) and extended shackles but I only have 3/4” or so between the pumpkin and the H3 oil pan. I extended the bump stops to keep from cracking it but SOA is going to be required. So, it would have been better to move the trans back several inches or go with another trans like an NV4500, or 4l60e if you’re okay with an auto.
I’m sure I’m forgetting something but I know y’all will ask the right questions.
Please bear in mind this was a home built in a gravel floored shop over the course of a year (yes, I started strong and then slowed down as I ran into issues)
