Cruisers & Co + Wholesale Automatics + HGM A750F Transmission Swap
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Yes yes I know, but doing any swap (trans, engine, etc) would be much easier! 8HP90, LS3, hmmmm
CrabCake
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No, that's a huge benefit of this conversion....same drive shafts, same mounts, same skids, etc. All possible with the custom bell housing that they are putting to market.
I linked the white paper from Toyota specifically about the change from the 343 to the 750 and it has been years but I think they said it was 18%. It is in one of these threads about swapping in the 750 that I started.
Oh the link is long dead, I never would have guessed it was 12 years ago. lol But Toyota says 12%
Cruisers and Co
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Usually, I get around 10-11mpg. Grand Junction to Idaho Springs on the way back from CM was 13 mpg on the dot. At or above the speed limit the whole way up the Eisenhower and vail pass. 12.7 on the next tank, and we'll see this evening what I got this tank. Definitely an improvement.
For reference everyone... 35's, 4:10 diff gears, no high range tcase gears, truck when unloaded is ~6500 lbs. Before I'd be lucky to go 200 miles before the Empty light came on when dailying my 80 and it came on this morning right at 241 miles. Definitely an improvement
well that's pretty compelling.
edit: but I'm still nervous about anything Wholesale Automatics makes. Makes me pray that nobody has to deal with them directly and can always go through you, Johnny. The transmission I had from them made it a whopping 1000 miles and I threw additional thousands at it before giving up on the rig entirely because I was so frustrated. All they wanted to do was sell me more and more parts and gauges to try and fix it.
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Here is a comparison of the 4-Runner A750F vs the LC A750F extension housing
4 Runner (also GX, Tacoma, etc) A750F extension end, 8 bolt pattern, splined, internal output (t-case inserts into transmission)
Land Cruiser A750F extension end, 6 bolt, exposed output shaft, has mount for range select lever (Which is still installed in this photo).
Everything forward of the output shaft and extension housing appears to be identical, so it does look to be possible to convert an A750F from one style to the other, the parts are very expensive. The LC extension housing alone is over $1000, and the output shaft (which is attached/part of the first planetary assembly) is over $1500, so at least $2500 in parts to convert a 4Runner trans into an LC trans and you'd have to fully disassemble it to get at the output shaft.
4 Runner (also GX, Tacoma, etc) A750F extension end, 8 bolt pattern, splined, internal output (t-case inserts into transmission)
Land Cruiser A750F extension end, 6 bolt, exposed output shaft, has mount for range select lever (Which is still installed in this photo).
Everything forward of the output shaft and extension housing appears to be identical, so it does look to be possible to convert an A750F from one style to the other, the parts are very expensive. The LC extension housing alone is over $1000, and the output shaft (which is attached/part of the first planetary assembly) is over $1500, so at least $2500 in parts to convert a 4Runner trans into an LC trans and you'd have to fully disassemble it to get at the output shaft.
Interesting. So if those are in fact the only two differences, in theory a male-male stub shaft could be made that could accommodate the internal splines of both the Tcase and tranny. Then the extension housings could either be swapped or adapted. I know in the latter case it would mess with driveline lengths...unless of course, there were another version of the bellhousing that subtracted the thickness of the Tcase adaptor plate (not sure if that's possible and would be a huge ask if so).
There are more differences in the transmissions in the LC vs the ones in 4R/Taco. The later LC variant has an extra clutch discs to accommodate the increased torque from the 2UZ vvti engine...at least on the factory units. Current remans may all use the same design for all I know....
Additionally, some of the early ones spec Type T-IV fluid, whereas the later ones spec WS Fluid. Small differences I know, but worth noting.
I don't suspect adapting a non-LC variant is going to be worth the cost, unless someone can do some real cheap casting and machining...and I don't want cheap cast or machined parts on my vehicle!
Additionally, some of the early ones spec Type T-IV fluid, whereas the later ones spec WS Fluid. Small differences I know, but worth noting.
I don't suspect adapting a non-LC variant is going to be worth the cost, unless someone can do some real cheap casting and machining...and I don't want cheap cast or machined parts on my vehicle!
Found this post that highlights a couple other differences, and seems to be at odds with the earlier statement that the non-LC/LX output shafts are internally splined:
Well, I got the output shaft swapped!
View attachment 2016542View attachment 2016544
(left, the final product, the 4Runner-turned-LX A750F. right is the differences between the 4Runner and LX shaft, respectively)
There were two very notable differences that were thankfully solvable. First being the park/neutral switch being different (pin out was different on the 4Runner). I just switched switch from my LX's old A750F and it was good!
The second was that the shift lever bracket was different. Once again, the LX's lever swapped over without problem.
The 4Runner A750F has a few different brackets to swap from the LX's A750F, and the 4Runner had two extra brackets not on the LX's, so those were just removed.
Disassembly of both transmissions (at the same time), wasn't too bad. Good snap ring pliers are definitely needed.
Here is a pic of the 4Runner and LX's AT filters, respectively:
View attachment 2016545
The LX had a TOAST clutch in the C2 pack.
The fluid coming out of the 130k 4Runner A750F was dark brown, near black, but it IS Toyota's 'Lifetime ATF', so that is to be expected. After disassembly, it was cleaned/purged with new AISIN WS ATF:
View attachment 2016543
And, lastly, a look down the throat of a healthy A750F.
View attachment 2016549
I'd rate this probably ajob, maybe five (guess we will know soon enough).
It's very possible there are variations within the 4Runner, GX, Tacoma or over the years. The photo of the 4 Runner version from I believe a 2007 four runner appeared to be internally splined. I think the point is that the LC trans has a specific extension case and output shaft size/splines that directly accept the 80 series transfer case, whereas all other variants do not. If someone wants to swap out extension cases and shafts, I'm sure it's possible but the cost effectiveness of doing so is in question. Maybe in some very specific cases it might make sense to do so, but for most I think acquiring the proper version up front will be the best route.
My A343F has 379,000+ miles on it now, I'm interested in this product because I'm pretty sure I'm near the end of the lifespan of my existing trans and would rather install a more efficient unit with more gears in it's place when it does start having issues. I also have a GX470 and I really like the A750F in it.
I'm also in the camp of hesitation to work with Wholesale Automatics as well based on my own past experiences.
As for the complete kit, I don't think I want to have to use the existing shift cluster, I'd rather put something more modern in that matches the transmission and I'm happy to source those components and do that work myself. Alternatively some different programming might work, maybe having the existing shift cluster and OD buttons do exactly what they are labelled and the 'PWR' button simply switch to paddle shift only mode. I don't like the way it was described as working with the existing buttons.
COS80
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Agree
When I made my earlier post I had naively assumed that all the "other" A750F's were different in the same way, and that they could all be made to work with the same bit of additional kitting. That would have been nice since there seems to be great deals on some non LC/LX 750's, but the more I look into it there seems to be variants across several years and models.
BTW I like your idea with the power button. I myself would like the interior to look original but still retain a more "traditional" way of selecting at least the lower gears. Maybe switch to the FJ80 shifter that has 7 positions instead of the FZJ80's 6 positions.
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Fill up today was 12.6 mpg. Definitely the most efficient the truck has run in forever.
Yes, all WAT related things will go through Cruisers & Co. You all will either be dealing with myself or Scott. Since becoming their US distributor we have had great success with their valve bodies and their transmissions and have been working hard to streamline everything. I have full confidence in Rodney and the rest of the crew down under and we will be there to support you guys through anything that arises. The WAT VB is a simple install and the bellhousing is spot on.
Please see the above.
It takes some slight getting used to but after a week I had it down. It is simple once you wrap your head around it and keeps the interior side of it clean. We tried a few different shifters and kept coming back to keeping the factory unit. Paddles you’ll simply have to touch them to kick on manual shifting and long upshift hold to return to automatic shifting.
Again to rehash how shifting works for the guys that missed it. PRND are just like normal and D will automatically shift 1 - 5. If in 5 and you tap the OD it’ll down shift to 4th. Pull to the FZJ80 2 and it’ll downshift to 3rd, pull to the FZJ80 L and it’ll downshift to 2nd. When in L Tap OD for 1st. To upshift from 1st gear, tap OD to get 2nd gear. Push from FZJ80 L to 2 for 3rd, go to D for 4th. Tap OD for 5th…. Or use the paddles.
We are also working on a replacement PRND4321 sliver for the cluster that lights up accordingly for the visual cue to make keeping track easier. You will all have working D lights
@COS80 if you want to come and go for a drive I have the truck ready so you can try it and a “version” (momentary rocker for testing lol) of the paddles is plugged into my 80. You could report back to everyone your findings!
The A750 only has 6 positions so it would not work with the fj80 shifter.
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1FZ-FTE + A750 @ the waterfall on Goldbar Rim - Cruise Moab 2026. Definitely tried to put it through its paces
Are we shifting the conversation back to my Lexus shifter question I had a few months ago?
COS80
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I will take you up on that, if the offer still stands (or is even relevant) whenever I can make a drive that long.
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Always, and I am down that way from time to time for other work (the other business) so maybe next time we need to go down that way I will drive the 80 and give you a heads up