- Thread starter
- #221
Is the HF1A T-case that you refer to the same as what is commonly called a split case?
Builds Isuzu 4HE1TC into FJ62
- Thread starter astr
- Start date
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Is the HF1A T-case that you refer to the same as what is commonly called a split case?
Still chipping away
I was looking into a stand-alone transmission controller, programmable with two shift schedules, from "Control Solutions" (Sorry, don't know how to link) the item specifically is named "Supra Stick"....THEN I discovered the inner and outer bellhousing mismatch between the A34XX and the A44XX....in other words the A34XX bell housing will not fit the 4HE1 rear face, nor will it fit the AW450 main case. I was interested in this trans because it has the extra clutches and brakes and supposedly is being used in 450hp applications (with mods I'm sure).
So my A440F is on the way, with split transfer case, also an AW450 and a
blown but fixable 4HE1TC. Let the games resume..
I was looking into a stand-alone transmission controller, programmable with two shift schedules, from "Control Solutions" (Sorry, don't know how to link) the item specifically is named "Supra Stick"....THEN I discovered the inner and outer bellhousing mismatch between the A34XX and the A44XX....in other words the A34XX bell housing will not fit the 4HE1 rear face, nor will it fit the AW450 main case. I was interested in this trans because it has the extra clutches and brakes and supposedly is being used in 450hp applications (with mods I'm sure).
So my A440F is on the way, with split transfer case, also an AW450 and a
blown but fixable 4HE1TC. Let the games resume..
I was hoping there was a way to work with the 343 as well however now I'm thinking I need to find a 93-94 80 and ditch my 97. I haven't given up completely but it seems easier to use either the 440 or 442.
Tripper
Tripper
Tapage
Club 4X4 Panamá
the HF series ( post 90 t-cases in most places that I have info ) can be splited too .. but thought we usually call Split Case ( when the name growuo ) to the BF1A family cases ..
Those BF1A cases start gere at 80 and last until 89 or so .. sure they come in late 40, 70 and 60 series ..
To me the split case it's the case can be reduced in hi and low by the marks gears ..
I always thought "split-case" referred to the fact that the case is two piece. i.e. splits apart, unlike the transfer case in my 40, which is one piece.
crushers
post ho
split case, when refering to Land Cruisers, is the two pice cases. a generic term.
there are a few different configurations of split case and the guts from all are not interchangable.
there are a few different configurations of split case and the guts from all are not interchangable.
- Thread starter
- #227
I'm confused. You say the guts may not be interchangeable but are the complete cases interchangeable? How do the "split" cases that are fitted to A440F on FJ62s compare with the cases on the 80 series? I'm assuming from what I see in the manuals that they are not interchangeable without mods to the transmissions. Maybe I should be asking this on the 80 forum.
Tapage
Club 4X4 Panamá
HF1A post 90 and BF1A are both " split cases " but not interchangeable ( case or guts ) and actually pretty diferents in the " guts " working concept ..
The usual 80 series t-case it's a
HF1A part time
HF2A full time
HF2AV full time Visco Coupling ..
as all are the same t-case family they share case and last 2 have similar guts ( the VC it's a extension on a regular HF2A so you can remove it and run it without VC )
- Thread starter
- #229
Thanks Tapage for the clarification. I think I understand.
Hybrid spacer
ASTR- I am preparing for this driveline job and would appreciate some info on the
spacer, such as the thickness you decided on. Or, if you are interested in making
one of these for hire, I'd like to talk to you about it. Thanks!
I think I finally got control of the mill.It was touch and go for a while but I managed to make a spacer. I still need to tweak the program a bit to avoid some of the conflicts that I experienced between the spindle and the hold down clamps. But basically it worked.
ASTR- I am preparing for this driveline job and would appreciate some info on the
spacer, such as the thickness you decided on. Or, if you are interested in making
one of these for hire, I'd like to talk to you about it. Thanks!
- Thread starter
- #231
ASTR- I am preparing for this driveline job and would appreciate some info on the
spacer, such as the thickness you decided on. Or, if you are interested in making
one of these for hire, I'd like to talk to you about it. Thanks!
The final thickness was 0.484" and if you PM me with an email address, I'll send you a dxf file that has the shape and hole positions and sizes. You can use this file to make a spacer or take to a machine shop to have them make you one.
What truck are you planning on putting this in?
Hybrid Spacer
ASTR- I want to put the 4HE1 and the hybrid AW450 in a 1995 FJZ80. I am
hoping that the setup I have now will help with the starter clearance, I have an
Oldman Emu lift upgrade. Since I don't drive this vehicle and just got her, I don't know how many inches of lift. But she has lockers and disc brakes on all 4, Slee
bumpers, winch, roof rack. The engine is tired with 200K, it's time for a driveline upgrade
ASTR- I want to put the 4HE1 and the hybrid AW450 in a 1995 FJZ80. I am
hoping that the setup I have now will help with the starter clearance, I have an
Oldman Emu lift upgrade. Since I don't drive this vehicle and just got her, I don't know how many inches of lift. But she has lockers and disc brakes on all 4, Slee
bumpers, winch, roof rack. The engine is tired with 200K, it's time for a driveline upgrade
PM sent
Had trouble finding the link, hope it went through. Thanks!
Had trouble finding the link, hope it went through. Thanks!
- Thread starter
- #234
ASTR- I want to put the 4HE1 and the hybrid AW450 in a 1995 FJZ80. I am
hoping that the setup I have now will help with the starter clearance, I have an
Oldman Emu lift upgrade. Since I don't drive this vehicle and just got her, I don't know how many inches of lift. But she has lockers and disc brakes on all 4, Slee
bumpers, winch, roof rack. The engine is tired with 200K, it's time for a driveline upgrade
Does your FJZ80 have the A442F transmission? Is it the mechanical or the electronic version? If it does have an A442F, you may not need the spacer. I've never dealt with the A442F so I don't know what would be involved to create an A442F/AW450 hydrid using the AW450 core. I suspect it would be easier than with the A440F. From what I've been able to tell from the manuals, the A442F is a lot closer to the AW450 than is the A440F. A simpler solution for you might be to just use the bellhousing and torque converter from the AW450 bolted to your A442F transmission, assuming that you have an A442F transmission.
Regarding the potential starter clearance problem: First, I haven't even determined the extent of the problem on my FJ62 and am clueless as to the FJZ80. Because of the position of the starter, the interference will be between the body and the starter so I wouldn't expect that any kind of spring lift would help unless it was accompanied with lowering the engine/transmission deeper into the frame. I'm thinking that a body lift would help but is it 2" or 10"? Another solution might be to move the engine/tranny forward. The 4HE1 is shorter than the 3FE so that might be possible. The disadvantage of moving the heavy engine forward is the negative effect on handling that might result.
My approach to the starter clearance problem will be as follows:
Pull the 3FE engine from the FJ62. With the A440F still in place in the stock location, replace the A440F bell housing with the AW450 bell housing. Then I should be able to clearly tell the extent of the interference problem. If it can't be solved with a minimal body lift, say 2", and/or some minor sheet metal work, I'm inclined to pursue relocating the starter.
A440f vs a343f
ASTR- Mine is early A343F.... so I must completely drag everything out and
go to town. I have all the gear boxes and engine parts located for good prices,
with a few hiccups such as a cracked 4HE1 block....I'll just work around it. So I
know I'll be using the A440F that I have located, for testing. For now, I'd rather
go hydraulic on the transmission anyway, and brave the shifting characteristics.
I'm sure the shifting characteristics can be tailored. The first idea I have for doing this is to lighten the governor spring some to bring the shifts on sooner. Either
a customized valve body, or thorough research on which orifice to open up, which spring to stiffen or weaken and how much.. I feel hopeful that lightening the
governor spring will make the A440F at least driveable until I can come up with
a more profound solution.
So if I am going to do this, then why the shim? Because ultimately, I want the
AW450 in there but want to run it on a modified A440F first to see how roadable
the modified setup is. Being out of a commercial truck, I'd imagine the shifts to
be harsh with the AW450.
ASTR- Mine is early A343F.... so I must completely drag everything out and
go to town. I have all the gear boxes and engine parts located for good prices,
with a few hiccups such as a cracked 4HE1 block....I'll just work around it. So I
know I'll be using the A440F that I have located, for testing. For now, I'd rather
go hydraulic on the transmission anyway, and brave the shifting characteristics.
I'm sure the shifting characteristics can be tailored. The first idea I have for doing this is to lighten the governor spring some to bring the shifts on sooner. Either
a customized valve body, or thorough research on which orifice to open up, which spring to stiffen or weaken and how much.. I feel hopeful that lightening the
governor spring will make the A440F at least driveable until I can come up with
a more profound solution.
So if I am going to do this, then why the shim? Because ultimately, I want the
AW450 in there but want to run it on a modified A440F first to see how roadable
the modified setup is. Being out of a commercial truck, I'd imagine the shifts to
be harsh with the AW450.
A440F problem
I have an a440f and the output shaft got striped also the transfer case gear that is attached to the shaft got striped I went to the junk yard and opened two transmission and both have the same problem, is this a fab. defect?, does any body know if there is an after market out put shaft to correct this problem? Any in put will be aprecated I dont know much about transmissions but I am determined to get my fj-62 back on or off the road.
I have an a440f and the output shaft got striped also the transfer case gear that is attached to the shaft got striped I went to the junk yard and opened two transmission and both have the same problem, is this a fab. defect?, does any body know if there is an after market out put shaft to correct this problem? Any in put will be aprecated I dont know much about transmissions but I am determined to get my fj-62 back on or off the road.
The "McNamara Gear" is the aftermarket solution. Although I think if the output shaft is completely stripped then you need to get that replaced with a factory part. The McNamara gear contacts the spline the total length of the gear. There are some booty-fab solutions as well. This problem is common on the standard and automatic trannys.
- Thread starter
- #238
The splines on the output shaft are approximately 4" long. The OE output gear engages about 1.3" of the splines closest to the transmission. The remainder of the splined portion of the output shaft is taken up by a spacer and a pto gear. The pto gear engages about 1" of the splines of the shaft. The wear on the output shaft ocurrs only where it engages the output gear, the 1.3" closest to the transmission.
The MacNamara gear replaces the OE output gear, the spacer and the pto gear. Is is splined the whole length (3.5" of spline). Since only the first 1.3" of the output shaft is worn/stripped, the MacNamara gear engages 2.2" of good spline (70% more than OE) and if you have a new output shaft, then the full 3.5" of spline will engage the output shaft (170% more than OE).
An OE output shaft list for around $590 and the OE output gear lists for $266, the MacNamara gear sells for around $350 plus shipping. The choice is yours: replace the OE output shaft and OE output gear will probably cost you $900+ in parts and will require a complete transmission removal and tear down whereas the MacNamara gear can be installed with the transmission in place and only other thing you will need is a gasket set for the T-case. Also, you should change the transmission fluid and clean the transmission filter to get rid of any metal from the stripped splines.
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A442F
I have a 442F in my 93 LC and have been looking at a diesel swap for a few years and have surved just about every option. The 4HE and the 4B are the two i have narrowed down to. Your thread has inspired me to take a closer look at the 4HE. My question is concerning the wiring of the engine? How do you plan on wiring the engine? Or am I getting way ahead of the forum?
I have a 442F in my 93 LC and have been looking at a diesel swap for a few years and have surved just about every option. The 4HE and the 4B are the two i have narrowed down to. Your thread has inspired me to take a closer look at the 4HE. My question is concerning the wiring of the engine? How do you plan on wiring the engine? Or am I getting way ahead of the forum?
- Thread starter
- #240
I haven't looked specifically at the wiring but don't expect it to be a big problem as the diesel is a whole lot simpler than the 3FE. The AW450 transmission is a bit more involved in my situation as it has the TCM that has to be added. I have the whole NPR truck so I can use the NPR harness as a starting point.
If I were in your position, I would be inclined to first try using your A442F and only swap the bell housing and torque converter from the AW450. I'm quite sure that they would fit the A442F. You will still have to deal with the probable starter interference problem.
