This shows everyone how much I have been on mud lately. I JUST SAW THIS THREAD. Awesome Cam...Congrats!
Jrob
Jrob
Cam's FJ60 Gets a Heart Transplant
- Thread starter FJ60Cam
- Start date
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- Thread starter
- #122
I found a few minutes to mess with this today. I got the headers/motor mounts to fit and I got the new oil pan on.
It didn't take much clearancing...
Close, but they aren't touching. (Drivers side)
Passenger side. I ground the manifold flange on this side as well as the bracket.
It didn't take much clearancing...
Close, but they aren't touching. (Drivers side)
Passenger side. I ground the manifold flange on this side as well as the bracket.
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- Thread starter
- #124
I was dreading the oil pan swap after dealing with the 2F. This was a piece of cake compared to that.
The pan is flat and the gaskets are aluminum w/a rubber edge. No RTV involved.
The old oil pan, windage tray, pick up tube...
New...
Height difference
New, shorter windage tray & pickup tube installed. Super easy.
Done!
The pan is flat and the gaskets are aluminum w/a rubber edge. No RTV involved.
The old oil pan, windage tray, pick up tube...
New...
Height difference
New, shorter windage tray & pickup tube installed. Super easy.
Done!
Looking good Cam. I haven't done a thing to the 2F Race Motor. Probably swap the oil pan gasket this weekend.
Ben...we need you to come back to Hot Springs..Looking good Cam. I haven't done a thing to the 2F Race Motor. Probably swap the oil pan gasket this weekend.
- Thread starter
- #130
Baby steps...
Old nosecone comes off...
New nosecone (that accepts the t-case adapter) goes on, and the output shaft cut is measured off the face of this...
Old nosecone comes off...
New nosecone (that accepts the t-case adapter) goes on, and the output shaft cut is measured off the face of this...
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- Thread starter
- #131
Quick bevel...
The new slip-on output shaft...
The new slip-on output shaft...
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- Thread starter
- #132
The nosecone-to-adapter adapter has some extra holes for other applications that get plugged...
The t-case adapter then get bolted on...
The t-case adapter then get bolted on...
- Thread starter
- #133
A new VSS (supplied by AA) threads into the adapter. This lines up with the stock reluctor ring on the output shaft.
Later, I'll thread this in or out to the specified gap to make sure it is getting an accurate reading.
That's all for now. Next up is rebuilding and slapping on the t-case and cutting off the old motor mounts and prepping under the hood for the motor install.
Later, I'll thread this in or out to the specified gap to make sure it is getting an accurate reading.
That's all for now. Next up is rebuilding and slapping on the t-case and cutting off the old motor mounts and prepping under the hood for the motor install.
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Nice progress Cameron. How long--in comparison to the H55F/split case--will this unit be? What are you doing with the driveshafts?
The more I think about it the more I should have gone with a GM Performance 5.3L crate engine with the whole 9 yards mated to H55F and split case, but I think I would lose all credibility as a purist Toyota parts guy.
The more I think about it the more I should have gone with a GM Performance 5.3L crate engine with the whole 9 yards mated to H55F and split case, but I think I would lose all credibility as a purist Toyota parts guy.
Nice spud shaft 
No reason to go with crate motors. Tom at Sunray convinced me of this years ago. He broke open all the used Gen 3 motors he bought and even with medium to high miles and even if used hard the internals on these engines always look good because of the fuel management systems. They run efficient and wear even better.
No reason to go with crate motors. Tom at Sunray convinced me of this years ago. He broke open all the used Gen 3 motors he bought and even with medium to high miles and even if used hard the internals on these engines always look good because of the fuel management systems. They run efficient and wear even better.
Nice spud shaft
No reason to go with crate motors. Tom at Sunray convinced me of this years ago. He broke open all the used Gen 3 motors he bought and even with medium to high miles and even if used hard the internals on these engines always look good because of the fuel management systems. They run efficient and wear even better.
Nice. Good intel Nolen.
I get spoiled at Toyota wanting new parts all the time.
- Thread starter
- #137
It's not too much longer. Just enough to have to use twin sticks instead of the factory t-case linkage.
I'll have to have the driveshafts cut/lengthened to fit. I have the old measurements, so I'll just compare and have them modified by that amount.
The more I think about it the more I should have gone with a GM Performance 5.3L crate engine with the whole 9 yards mated to H55F and split case, but I think I would lose all credibility as a purist Toyota parts guy.
You did right on the 60, but you should definitely go that route on the 80
You did right on the 60, but you should definitely go that route on the 80
Thanks.
The 1FZ-FE is getting old indeed and a 5.3L in there would be absolutely epic. 4L60 mated to part time HF2A with low gears would be quite a nice package for trails like the Rubicon and Dusy Ershim. And I would get there from Atlanta a lot faster!
I agree....we get atleast 250k miles on our company trucks and transmission goes way before any engine issues...Nice spud shaft
No reason to go with crate motors. Tom at Sunray convinced me of this years ago. He broke open all the used Gen 3 motors he bought and even with medium to high miles and even if used hard the internals on these engines always look good because of the fuel management systems. They run efficient and wear even better.
- Thread starter
- #140
I soooo wish I had the budget for the low t-case gears right now!