Super build and detail, thank you.
I'm sorry you rushed through the trans stuff tho, I lost you at the parking paul.... and your end result. How did it all come together?
Also, any clearance issues with this trans in the later FZJ body?
Did you mod the trans cross member in any way?
Cheers,
Thank you...
The park lock pawl went like this...
The park rod, which connects to the shift actuator in the front of the trans, runs through the case next to the valvebody, and out the back of the case is the same length between both transmissions. The end of the rod that ends up in the extension housing is larger in diameter on the AW450-43LE than on the A442F. There is a small guide that bolts inside of the extension housing that the park rod slides in. The groove in this guide is also larger on the AW450-43LE than on the A442F. As a result, the bolt spacing is
slightly wider on the AW450-43LE guide. Wider by enough of a margin that the AW450-43LE guide will not bolt into the A442F extension housing.
This was a problem, since I already reassembled my transmission with the AW450-43LE rod in it. Changing it meant taking a whole lot of stuff apart that I had no desire to do. Instead, I modified the guide by enlarging the holes so it would bolt into the A442F extension housing. However, this guide (Like the rod end) is HARDENED steel. No drill bit I had would even make a scratch in it. I ended up using my plasma cutter!!! My advice, use the park rod from the A442F when you build your trans.
The second problem with the park rod is that it is not long enough to engage the pawl when the spacer is installed between the extension housing and the transmission. I took some pictures out of Fromage's and Astr's threads to try to illustate the problem and my solution.
The first picture is a look into the A442F extension housing, you can see that the guide is bolted in on the bottom right with two bolts. It is hard to see, but behind the park pawl arm, you can see two arm sticking up. The skinny end of the park arm slides between these two arms. This is what is wider on the AW450-43LE than on the A442F. I tried bending them apart to make the room and they just snapped since they're hardened steel.
In the second picture you can see the park rod protruding from the back of the transmission.
In the last picture I added some letters/colors/arrows and I'll try to explain what I did. The top of the third picture has colored letters over parts of the park rod. The shaft labeled green "A" is what slides between the forks on the guide, it is a hardened steel tube, slid over the park rod, and welded at the end.
The part labeled pink "B" is what actually ENGAGES the park arm. When you put the trans in park, the entire arm slides to the rear, and this fat portion pushed the park arm up into the park gear to lock the trans into park. This park freely slides over the park shaft, the spring labeled blue "C" keeps it pushed against shaft "A", but it can be pushed forward compressing spring "C" when the trans is put into park. This is to soften the impact when "B" hits the park arm if the park arm is not in alignment with the park gear.
When my extension housing was installed and I put the trans in park, the entire park rod assembly would not move back far enough for "B" to engage the park arm seen in the top picture.
Astr removed sleeve "A", component "B", and spring "C", put a spacer under spring "C", reinstalled "C", "B", and "A", and welded "A" in place further down the shaft, essentially lengthening the whole assembly by the distance of the spacer.
Since I did not want to tear my whole trans apart, I took a different approach. I stuffed/covered the whole rear of the trans with rags and used a small cutoff tool to cut "A" down by 3/8" on the end closest to "B", as seen in the bottom of the third picture. I DID NOT CUT THROUGH THE ENTIRE ROD!!!! I worked my way around and ONLY cut through the Sleeve, then split it off of the rod!!! DO NOT CUT THE WHOLE PARK ROD!!! I was banking on the fact that spring "C" would extend far enough to push "B" further down the park rod and into sleeve "A" in a new position. It worked!!! Since "B" was in a new position further down the shaft, it would now engage the park arm, putting the transmission into park.
I know this entire description was very wordy, but it was the best I could do. Clear as mud?
