Cruisers & Co + Wholesale Automatics + HGM A750F Transmission Swap

[sjpitts]

IT HAS TO BE AN ’03 – ’07 100 Series or LX470 UNIT

What is it that prevents a transmission from 04 - 07 Sequoia from being used? I am just curious as it seems like there are a whole lot of first gen sequoias out there -- and that would make finding a transmission easier and cheaper than one from 100 series.

 

[Cruisers and Co]

What is it that prevents a transmission from 04 - 07 Sequoia from being used? I am just curious as it seems like there are a whole lot of first gen sequoias out there -- and that would make finding a transmission easier and cheaper than one from 100 series.

Extension housing and output shaft splines are different

 

[Broski]

If you’re running this behind a stock 1FZ none Turbo Does one have to run the valve body or could you just run the ECU and have OEM like smooth shifting and still have the torque converter lock up and paddle shifting.

This transmission swap seems like the perfect addition to my 80 crawler build. Lower first gear & the ability to hold any gear in low range.
Most excited I have been about an upgrade on this build in a long time.

 

[White Stripe]

Actually I dont think this will pass emissions in many emissions testing areas, unless you found a way to get the emissions monitors to pass with a 5 speed auto?

 

[Cruisers and Co]

If you’re running this behind a stock 1FZ none Turbo Does one have to run the valve body or could you just run the ECU and have OEM like smooth shifting and still have the torque converter lock up and paddle shifting.

This transmission swap seems like the perfect addition to my 80 crawler build. Lower first gear & the ability to hold any gear in low range.
Most excited I have been about an upgrade on this build in a long time.

Each kit requires the valve body and regardless of nomad or extreme we can still achieve smooth shifts when under light load. One of the great things about the A750 is that it is a completely electronically controlled unit so we can control everything. With the Compushift we can control shift timing (increase/decrease the amount of time a shift takes), when a shift happens, line pressure for each individual shift and create a pressure curve to match load for each shift. The notion of it being harsh because we toss in an HD valve body is unfounded. We can reduce the pressures and increase the duration of the shifts at light load and then conversely when hammering it we can jack the pressures up and tell it to make the shift extremely fast.

This is much different than just slapping a valve body in or doing a shift kit.

The valve body is there to allow tiptronic function, lockup in all gears, fix the known faults in regards to 4th and 5th gear, and allow us to increase the clamping force more than if we could only control line pressure with the Compushift since passages in the valve body are physically enlarged allowing more volume to flow to the clutches and torque converter.


I am glad you are excited for this because your truck and how you use it is a perfect use case for this unit!

 

[Broski]

Each kit requires the valve body and regardless of nomad or extreme we can still achieve smooth shifts when under light load. One of the great things about the A750 is that it is a completely electronically controlled unit so we can control everything. With the Compushift we can control shift timing (increase/decrease the amount of time a shift takes), when a shift happens, line pressure for each individual shift and create a pressure curve to match load for each shift. The notion of it being harsh is because we toss in an HD valve body is unfounded. We can reduce the pressures and increase the duration of the shifts at light load and then conversely when hammering it we can jack the pressures up and tell it to make the shift extremely fast.

This is much different than just slapping a valve body in or doing a shift kit.

The valve body is there to allow tiptronic function, lockup in all gears, fix the known faults in regards to 4th and 5th gear, and allow us to increase the clamping force more than if we could only control line pressure with the Compushift since passages in the valve body are physically enlarged allowing more volume to flow to the clutches and torque converter.


I am glad you are excited for this because your truck and how you use it is a perfect use case for this unit!

Thank you for a very thorough explanation

 

[CrabCake]

Just putting my specs out there for @Cruisers and Co to confirm, but it sounds like a perfect match for me too...

315's on OEM 16" wheels
Diffs re-geared to 4:56's by PO
10% underdrive
Marlin Crawler low range gear
Part time kit
Heavied up with bumpers, winch, LRA (smaller) extra fuel tank, drawer platform, armor, fridge, etc....

I do haul my M101A2 trailer sometimes, but I try to keep it to less than a 3 hour trip as it definitely struggles on the mountain passes.

Thanks again for all of your hard work on this and the turbo goodies!

 

[Speedytech7]

This is neato, for those of us with ECUs that can already control a Toyota 5spd like the A750, will the option to purchase just the bellhousing and TC adaptation bits be on the table?

 

[Cruisers and Co]

This is neato, for those of us with ECUs that can already control a Toyota 5spd like the A750, will the option to purchase just the bellhousing and TC adaptation bits be on the table?

What controller do you have?

 

[fjbj40]

Extension housing and output shaft splines are different

Is that the same for v6 4Runner a750f?

 

[RayRay27]

What controller do you have?

Hey Johnny, I got a 94 that you can use as a test vehicle if you need one. I could drop it off Wednesday night at the meeting if need be.

 

[Speedytech7]

What controller do you have?

I work with Haltech primarily, they can natively control some 5-6 spds (never tried an A750, there isn't any demand from customers) but I have some Turbo Lamik controllers around should it be out of the Haltech trans control wheel house. Also have some MAXXEcus sitting on the shelf waiting for an excuse to actually try them out for trans control. Actually bought the MAXXEcu originally to stuff a ZF 8HP in the LC instead but this piqued my interest because of being a possibly cheaper option for folks.

 

[reklund5]

Dammit man. I haven't even really gotten to know mine with the turbo and intercooler yet....and I want to disassemble it again and swap a trans... Guess I'm on the hunt for a suitable donor unit

 

[LXDOC]

I dislike “cutting” wires. Is it possible to de-pin those 6 wires and use in the new harness?

 

[Toyoland66]

Is that the same for v6 4Runner a750f?

Yes.

LC100 and LX470 have the HF2A transfer case- passenger drop front and rear, long 19 spline output shaft on the transmission.

All other vehicles that came with the A750 (4runner, GX470, FJ cruiser, Tacoma) have a VF4 transfer case - driver drop front and center drop rear, 23 spline short output shaft.

 

[Cruisers and Co]

Just putting my specs out there for @Cruisers and Co to confirm, but it sounds like a perfect match for me too...

315's on OEM 16" wheels
Diffs re-geared to 4:56's by PO
10% underdrive
Marlin Crawler low range gear
Part time kit
Heavied up with bumpers, winch, LRA (smaller) extra fuel tank, drawer platform, armor, fridge, etc....

I do haul my M101A2 trailer sometimes, but I try to keep it to less than a 3 hour trip as it definitely struggles on the mountain passes.

Thanks again for all of your hard work on this and the turbo goodies!

3rd @ 50 will be 3370 rpm - that's prime mountain pass rpm, right at the top of the powerband
4th @ 60 will be 2890 rpm - probably shift around 3-3500 to 5th
5th @ 75 will be 2415 rpm - perfect for cruising

Sounds like a SOLID pairing.

Is that the same for v6 4Runner a750f?

Also different extension housing and output shaft spline count.

Hey Johnny, I got a 94 that you can use as a test vehicle if you need one. I could drop it off Wednesday night at the meeting if need be.

Ray, not ready for one quite yet but lets chat! Anyone else in the Denver metro reading this the Rising Sun meeting starts @ 7:30 PM @ Cruisers & Co.

I work with Haltech primarily, they can natively control some 5-6 spds (never tried an A750, there isn't any demand from customers) but I have some Turbo Lamik controllers around should it be out of the Haltech trans control wheel house. Also have some MAXXEcus sitting on the shelf waiting for an excuse to actually try them out for trans control. Actually bought the MAXXEcu originally to stuff a ZF 8HP in the LC instead but this piqued my interest because of being a possibly cheaper option for folks.

I will ponder this.

I dislike “cutting” wires. Is it possible to de-pin those 6 wires and use in the new harness?

I don't blame you but we will be supplying new terminals and a connector to make this happen. Unfortunately, the connector we need to harvest wires from is a bit unique in the Toyota catalogue and not available.

 

[fjbj40]

Yes.

LC100 and LX470 have the HF2A transfer case- passenger drop front and rear, long 19 spline output shaft on the transmission.

All other vehicles that came with the A750 (4runner, GX470, FJ cruiser, Tacoma) have a VF4 transfer case - driver drop front and center drop rear, 23 spline short output shaft.

So it’s not the transmission but the Xfer case that is the non compatible issue?

Edit, just read above that output shaft spline count is also an issue.

Either way, it’s looking like a fantastic option to improve many aspects for the 1FZ

I have a full h151 swap sitting in my garage but I will wait to see the a750 price before I proceed.

 

[Mag71k5]

Might as well ask now, would yall, or anyone else know the differences between the 2UZ A750F, versus 1HDFTE versions? Im assuming different bell housings at the minimum but could be wrong.

I still have my 4 speed, but id almost consider going back to an auto if it was an a750f

 

[OGBeno]

Might as well ask now, would yall, or anyone else know the differences between the 2UZ A750F, versus 1HDFTE versions? Im assuming different bell housings at the minimum but could be wrong.

I still have my 4 speed, but id almost consider going back to an auto if it was an a750f

Input shafts and torque converters are definitely different.

 

[Broski]

Anyone have the part # for the Toyota reman transmission?