Great looking truck, can't wait to see pics
88 FJ62-Vortec 5.3L Re-Power & more....VIDEO ADDED
- Thread starter NCFJ
- Start date
This site may earn a commission from merchant affiliate
links, including eBay, Amazon, Skimlinks, and others.
NCFJ
Supporting Vendor
- Thread starter
- #22
Zack, You make a very good point. Parts availability is a HUGE factor in the choice to go with any GM LSX base motor. The Vortec has proven itself in far more vehicles than the Land Cruiser to be the best bang for your buck repower source available.
I do not agree with your choice of an H55 behind a 5.3L. It is much cleaner and easier on parts down the road to go with a 5.3L NV4500 split case power train. You get pretty much the same results as it relates to the gear box and the adapter is between the trans and the T-case. This is the power train that is slated to go in the shops second 80 build.
I understand being a purist, you would not catch me putting anything but Toyota into my 69 FJ40. 60s and 80s serve a different purpose to most of us. We see them as everything from DDs to full on trail rigs. With few of these trucks under 150K and the bulk in the 200-350K range re powering them into the future with the most efficient power train just makes sense. When it comes to re powering with Toyota V-8s, well some of us just can not afford to be a purist
I do not agree with your choice of an H55 behind a 5.3L. It is much cleaner and easier on parts down the road to go with a 5.3L NV4500 split case power train. You get pretty much the same results as it relates to the gear box and the adapter is between the trans and the T-case. This is the power train that is slated to go in the shops second 80 build.
I understand being a purist, you would not catch me putting anything but Toyota into my 69 FJ40. 60s and 80s serve a different purpose to most of us. We see them as everything from DDs to full on trail rigs. With few of these trucks under 150K and the bulk in the 200-350K range re powering them into the future with the most efficient power train just makes sense. When it comes to re powering with Toyota V-8s, well some of us just can not afford to be a purist
Why not a 5.7 vs a 5.3? I know very little about engine swaps so please be gentle. An adapter will go between the NV4500 and the transfer case, so there will be no modifications to the drive train past the transfer case. Correct? Could the same be done on an 85 FJ60 and a separate 83 FJ60?
Last edited:
The 5.3 and 6.0 are the new generation of SBC....along with the 6.2 for some GM trucks, They quite making the 5.7 vortec in 99. I would imagine that there are 5.3 everywhere in the salvage yards and a reasonable choice of 6.0's too.
Same type of modifications generally apply to all GM V8's, allthough you obviously have year and specific engine differences.
Johnny....you need to search through the threads for "engine swap".... and read through the postings. Yes...5.7 swaps have been done many times.. I'm one guy who has one.
As I stated in another post....I will not do another swap with a marks adapter and if something breaks and or I do another v8 swap it will be. GM V8 + GM auto/manual trans + aa adapter + FJ 60 split case. Or it would be jumping off into a full GM driveline and GM 14 bolt rear end.
Same type of modifications generally apply to all GM V8's, allthough you obviously have year and specific engine differences.
Johnny....you need to search through the threads for "engine swap".... and read through the postings. Yes...5.7 swaps have been done many times.. I'm one guy who has one.
As I stated in another post....I will not do another swap with a marks adapter and if something breaks and or I do another v8 swap it will be. GM V8 + GM auto/manual trans + aa adapter + FJ 60 split case. Or it would be jumping off into a full GM driveline and GM 14 bolt rear end.
Last edited:
Thanks Elbert. I drove Phoenix to Flagstaff for the recent Overland Expo. Two 60's passed me with extreme authority on the long hills. I've been very interested in a V8 swap since then. I plan to do the work myself for cost and personal satisfaction.
Last edited:
You will not regret it. I had way more problems with the 2f related stuff than the GM. Plus GM parts and knowledge are EVERYWHERE.
That said it is a long road, and is not cheap even if you DIY. If you have the coin find a reputable shop.ii I DIY because I have been burned way too many times to count by mechanics and "mechanics".
Understood. I enjoy doing the work myself. The more I know about my vehicles the better. The guy from Wagon Gear took his 60 completely apart and fixed everything. He then had no fear in driving it to Alaska. Good inspiration. In the meantime I have a 95 Nissan Pathfinder 4wd I got cheap. Not a Cruiser, but strong engine, clean interior, AND AC that works like a champ! I can see the sights in that till I get the 60 where I want it.
NCFJ
Supporting Vendor
- Thread starter
- #28
Putting a LSX based motor into a Land Cruiser and doing it right is simply not cheap. This in an INVESTMENT in a vehicle. We are talking about a major heart transplant here and no, you don't want it done at the local clinic. I read a great bit about LSX swaps in about every type vehicle out there and one clear similarity I see across the board is that if you do this swap on the cheap, you are going to gain the results you paid for, it is that simple.
In Land Cruiser or Mazda Miata, some basics are the same, cooling and fuel pressure are critical and good airflow from end to end is also important. Your money is well spent on a top quality radiator and shroud. A surge tank is not really required because the radiator sits at the high point in the system, but the tank would not hurt. Top quality pump, filter and all new hoses for the fuel system is also somewhere not to cheap out.
If you are going to go through the time and effort required to do this swap it only makes sense to build it new from beginning to end. This is an INVESTMENT in a vehicle. Doing it yourself saves on the labor for sure, it's a lot of work.
In Land Cruiser or Mazda Miata, some basics are the same, cooling and fuel pressure are critical and good airflow from end to end is also important. Your money is well spent on a top quality radiator and shroud. A surge tank is not really required because the radiator sits at the high point in the system, but the tank would not hurt. Top quality pump, filter and all new hoses for the fuel system is also somewhere not to cheap out.
If you are going to go through the time and effort required to do this swap it only makes sense to build it new from beginning to end. This is an INVESTMENT in a vehicle. Doing it yourself saves on the labor for sure, it's a lot of work.
It is a feeling like no other...
Like Boss...!!
I did it cause I could not afford it any other way.
I knew the personal satisfaction was going to be there.
what I did not know is that it was going to be ten times fold...!!
you have a couple of old school GM manual 4 speeds which are fairly indestructible and you have the GM version of the NV4500 manual 5 speed. I'll post a link as don't recall the 4speed models..465 is one I think..but anyway I'll post a link. The 425 and 465 ...I cheated and looked at the web link (4 speeds). I 'm not aware of a HD GM 5 speed HD manual other than the 4500.
http://www.4x4review.com/the-top-10-off-road-transmissions-of-all-time/
Like anything these are peoples views..., but I for one would not run a old school 4 speed in a DD unless you like to go slow and slow.
But..as the article notes...take a read.
http://www.4x4review.com/the-top-10-off-road-transmissions-of-all-time/
Like anything these are peoples views..., but I for one would not run a old school 4 speed in a DD unless you like to go slow and slow.
But..as the article notes...take a read.
The education continues. Thanks Elbert.
remember these are truck transmissions, slow to shift with low first gear for the most part. Not the same as the manuals used in sport cars....etc.
I would not run a old school manual 4 speed unless you like going slow or you have some very huge tires on a DD. For a trail rig the old school GM four speed would be bullet proof. I don't know what is required to use the old transmissions. The old school method did not have hydraulic slave..etc and I don't know if all the various versions of GM V8 will accept the old school stuff without modification.
I would not run a old school manual 4 speed unless you like going slow or you have some very huge tires on a DD. For a trail rig the old school GM four speed would be bullet proof. I don't know what is required to use the old transmissions. The old school method did not have hydraulic slave..etc and I don't know if all the various versions of GM V8 will accept the old school stuff without modification.
NCFJ
Supporting Vendor
- Thread starter
- #34
I will not swear to this but, all my research has shown that you can use any trans be it manual or automatic that fit on any other Chevy small block. Some will require special flywheel or flex plate set up. Considering the weight of our trucks and the general intended use I don't see why I'd choose anything other than an NV4500. The parts are all easy, call AA and they will set you up.
I drive an NV4500 in my 02 Dodge PU, had a bad throwout bearing and that was it. I tow a great deal with this truck starting with boats for 3 years and then car and horse trailers since. And if it does not have a trailer behind it, it has 1,000 pounds of hay and another 400-500 pounds of feed in the bed. Point is that this trans has worked hard for 12 years with no end in sight. No brainer!
I drive an NV4500 in my 02 Dodge PU, had a bad throwout bearing and that was it. I tow a great deal with this truck starting with boats for 3 years and then car and horse trailers since. And if it does not have a trailer behind it, it has 1,000 pounds of hay and another 400-500 pounds of feed in the bed. Point is that this trans has worked hard for 12 years with no end in sight. No brainer!
NCFJ
Supporting Vendor
- Thread starter
- #35
My philosophy on motor and trans choice, also supporting parts is to build it as bulletproof as possible and build it once. I am constantly looking for different parts and suppliers that will improve any aspect of the re power. The desired end result is a power train that will take you another 20 years with basic maintenance procedures.
Your right Stan that left side front turn marker is looking beat up!
