FJ40, J30 3-Speed 3rd Gear Grind? (1 Viewer)

Ackcruisers

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I’m experiencing a slight grind when shifting into 3rd gear (it grinds then finds slot). Also occasional grind when down shifting into 2nd gear on my “rebuilt” 3-speed. This just started happening once I replaced the hydraulic system. Have my 2nd and 3rd syncros failed?

I replaced the master, slave, hardline, and softline. Adjusted pedal and slave per FSM specs. Bled entire system many times to confirm no air.

Here is picture of the transmission with cover off. Truck has 600 miles on it since “rebuild”.
F674233D-9E11-46A1-B315-A0D5C904C42B.jpeg

I really like the 3 speed but it’s all I’ve ever know as j30 was in my 69 and 72 40’s. They both never grinded going into 3rd.

I’m also experiencing leaks at the front bearing retainer see below.
73027432-9978-49A2-B286-28FDFC4DA271.jpeg

Also, experiencing some shudder in clutch once everything is warmed up.

Given the above and all unknowns combined with no confidence in the Colombian restoration of drive train, I’m considering having a specialist (Cruiser Solutions) in NH drop transmission, transfer and go through entire drive train.
 
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And possibly explain to us how you intend to shift 4WD floor shifter into 4WD when you have the longer 4 speed shifting chamber on the transfer-case with the shorter 3 speed transmission shift lever mounting point- - -is there something I am missing ???
 

Ackcruisers

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Thanks for pointing that out. I was not aware of this. Looks like the restoration company improvised...

Edit: The 4WD shifter image shown in the above post and below with blue circle was during the build. The TRANSFER FRONT DRIVE SHIFT SHAFT was changed to the 3 speed (shorter than 4 speed) #36313-60031 shown below in red in final install.

1448A64E-E0E7-4640-B8FD-4E198479CAAB.jpeg


1F8C86EB-12ED-4886-A587-78BAD1AD5D50.jpeg
 
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pjohnson

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I’m considering having a specialist (Cruiser Solutions) in NH drop transmission, transfer and go through entire drive train.
If you're not a multi-banana mechanic, this is probably a good idea.

It is possible the clutch is dragging just enough to cause the grind, but the shudder and the leak would cause me more concern about what else may be improvised.
 

Living in the Past

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Is the shutter all the time or while shifting? The early pressure plates used three fingers to operate the clutch. Those need to be adjusted. Because you have a SA cruiser hard to say what you have. The high/low shift arm on the transfer case was to the side on US three speeds and early four speeds. My 3/79 a PO changed the transfer case with one from a 74. In the process used a combination of the two transfer shift linkages to make a hybrid shifter. If I didn't have to pull the transfer case to switch the high/low shifter so it forward and to the side would just use the 100% correct shifter.

On the three speed transfer case the shaft used switch between 2WD and 4WD was much shorter which I'm sure is what @Downey was referring too. Would be curious if that is operational?
 

Ackcruisers

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If you're not a multi-banana mechanic, this is probably a good idea.

It is possible the clutch is dragging just enough to cause the grind, but the shudder and the leak would cause me more concern about what else may be improvised.
Thanks. I’m going to have the specialist drop the transmission/transfer as there are too many anomaly’s with this rig.
 

Ackcruisers

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Is the shutter all the time or while shifting? The early pressure plates used three fingers to operate the clutch. Those need to be adjusted. Because you have a SA cruiser hard to say what you have. The high/low shift arm on the transfer case was to the side on US three speeds and early four speeds. My 3/79 a PO changed the transfer case with one from a 74. In the process used a combination of the two transfer shift linkages to make a hybrid shifter. If I didn't have to pull the transfer case to switch the high/low shifter so it forward and to the side would just use the 100% correct shifter.

On the three speed transfer case the shaft used switch between 2WD and 4WD was much shorter which I'm sure is what @Downey was referring too. Would be curious if that is operational?
Thanks for the explanation and details on the shift arm variances. Yes, it works. The shudder is only when releasing clutch in first gear to get rolling. When it is cool, no shudder. Only once it reaches operating temp does it shudder.

With razor thin margins on these imported trucks and after discovering many old parts installed, I’m convinced the clutch is not new. The flywheel is #13451-60060 Below are images.
61924AE9-4720-4719-8D07-1705F4F80621.jpeg


709AA8A3-CD8F-4133-B4B3-46A53C8C912D.jpeg

if anyone has the schematic of the proper Hi/Low 4WD shift linkages for 3 speed that would be helpful. Below is what I found here but there are 5 different schemes so not sure which one to use when I get this out of truck.
2E1B72CA-DC5F-4C91-91B5-31C525FEFAE1.png
 
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If didn't start until you changed the master and the slave it's possible there is a mis-match of parts and not getting the travel that is needed.
 

Ackcruisers

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If didn't start until you changed the master and the slave it's possible there is a mis-match of parts and not getting the travel that is needed.
That could be it. I adjusted the play at release fork tip to FSM spec of 3-4mm then attached the spring. Perhaps I need to ignore that setting and extend the rod further. When I extended it too far with old hydraulic system I did hear flywheel grind sound. How much play should there be at the fork? Enough for it to wiggle?
1B8A247A-BBBD-4621-A981-45351D6A3F32.jpeg
 

Living in the Past

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What year is the cruiser? 73+ it is much easier to install a four speed. You have the later diaphragm style pressure plate so no adjustment needed or possible. I show the change in pressure plate in the US as 8/74. That was after the US switched to a four speed. But other markets did have a three speed option or standard into the early eighties.
 
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There is the remote possibility your installer installed a Chevy "Puck" type disc (which would fit your Landcruiser input shaft spline). Puck type disc are notorious for clutch "shudder" upon initial engagement, every time. The pucks merely ric-o-chet between the flywheel and pressure plate during engagement, racers don't care if their race cars shudder off-the-line..
 
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I may be wrong here, but that looks to me like a 4 speed fork, throwout bearing, and slave rod. If you are trying to adjust to the 3 speed specs, it may present some issues. Additionally, are you sure the line is bled so there is no air causing a short stroke?
 

Ackcruisers

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What year is the cruiser? 73+ it is much easier to install a four speed. You have the later diaphragm style pressure plate so no adjustment needed or possible. I show the change in pressure plate in the US as 8/74. That was after the US switched to a four speed. But other markets did have a three speed option or standard into the early eighties.
It’s a 4/76 Colombian truck with 4 speed flywheel. The truck has pedal bucket and firewall that matches early 68-72. Was told that SA trucks were given whatever parts were available where federal trucks received the latest and greatest.
 

Dizzy

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My guess is that the pilot bearing is causing the grind into 4th. It was good, but got toasted when the threads on the transmission bolts were getting loose. You mentioned an SAE bolt before, right?
 

Ackcruisers

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My guess is that the pilot bearing is causing the grind into 4th. It was good, but got toasted when the threads on the transmission bolts were getting loose. You mentioned an SAE bolt before, right?
That’s right. The 4 primary
402D56BA-3BA1-4742-B835-F65121F82C3C.jpeg
transmission bolts to bell housing were SAE and wrong threads. They would not torque with a mere 10ft lbs. I removed them and tapped new threads and installed 13MM Toyota OEM bolts.
A00275F4-ED2B-4106-AF71-5DC461D21BFA.jpeg
 

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