RHD FJ62 V8 Engine Dreams (1 Viewer)

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Thanks for all your good advice, it’s nice to be able to kick around some ideas in such an experienced group.

Diesel, mmm. I’m not a mechanic myself so I figured at least stay with the same fuel type to give myself a chance to understand what I’m doing. Like @Elbert suggested, I’d also want to benefit from what people have already proven to work. More reliable result in the end. Isn’t that Toyota’s philosophy as well, stick with what is proven and producmost reliable car?

So far this discussion has established that my driveline will increase in length by about 90-100mm if I replace the 3F / H55 by an LS / 4L60 / TC adapter. This is good news because I’ll have another 60 or so mm before hitting the aux tank. Looks like it can stay where it is.

Been comparing AA and Marks adapters, seem very similar designs, but Marks’ look abt 80% dearer than AA’s after conversion from US to AU $ :-/ . Might be better to import one!

Engine wise I really like the GM 5.3 and the many successful swaps that have been done with it. Getting one from BDturnkey or similar would give great piece of mind cause you know what you’re getting. Apart from shops that specialise in performance upgrades (we like our burnouts here!) I haven’t yet found something equivalent to BD here in Oz. Importing one could be an option as the lower prices in the US (abundance) could offset the extra cost of importation.

The other option could be finding a totalled donor vehicle here that has a Holden GM engine / trans package that could be used. Saw a L77 / 6L80 offered for abt US$5,000; not sure if that is a good deal having clocked 215,000 kms, possibly needing reconditioning etc.
 

AussieHJCruza

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I had an L98 in a GU patrol several years ago, was fantastic, pulled hard and easy to get parts for

I'd suggest getting an engine that was sold here rather than a 5.3 or something like that.
 
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I had an L98 in a GU patrol several years ago, was fantastic, pulled hard and easy to get parts for

I'd suggest getting an engine that was sold here rather than a 5.3 or something like that.
May be a wise thing to do, did you get yours from a wrecker, or did it come with the vehicle?
 
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Holley has their new terminator X series that gives you a engine computer that you can use to tune and monitor the engine. It’ll also, depending on the model, give you a way to control the transmission as well. It comes with the ECU, Wiring Harness, and a touch screen for around $1,200 USD. This will be the route I go for my swap. I’m going the LM7 (gen3 Vortec) 4L60E and Advance Adapters route.
 
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Holley has their new terminator X series that gives you a engine computer that you can use to tune and monitor the engine. It’ll also, depending on the model, give you a way to control the transmission as well. It comes with the ECU, Wiring Harness, and a touch screen for around $1,200 USD. This will be the route I go for my swap. I’m going the LM7 (gen3 Vortec) 4L60E and Advance Adapters route.
Good to see some new kit coming into these builds, @BMValentine ! I haven’t researched the details of engine management systems just yet so I’m not sure I understand what this Holley system is gonna do for you - it will be fun for sure - does it give you more options to control it all?

Wouldn’t most people either get a donor loom and ecu and simplify this for their needs?

Sorry for all the questions, just curious what people are doing and why.
 
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The Holley system is pretty new. In the past, based on threads I’ve been reading, people have either condensed their own harness and sent the ECU off to get reflashed or remapped and then ran that that method could mean some back and forth or having to get it dyno’d. The Holley system gives you control because it has the touch screen that you can put some inputs into and you can make adjustments too. You can control electric fans from it, you can control wastegates for turbo applications, and Nitrous application. It seems sky is the limit. It gives you a standalone harness too that uses all factory connectors.

 

Elbert

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My advice for whatever that matters....is to steer clear of any type of adapter at the bell housing side. I'm no expert and I don't keep up with all the options but I believe advance adapters offers a hi-low bellhousing adapter which essentially is a direct drive or under drive (switchable) if I recall correctly, then there is the Mark's adapter which I have one version of, which mates the GM engine to the toyota transmission and leave all your drive-line mounts the same (this was the fact on the 5.7 engine I have), and I think there is another adapter that AA makes that is somewhat similar to the marks adapter. If you run an automatic transmission there is no need for these adapters, in a GM engine / GM automatic transmission setup. YOu would only need an adapter to mate the gm transmission to the toyota transfer case. IN my view the adapter to mate the transmision to the transfer case is a non-issue, while I find that I'm not a fan of the bell-housing adapters like the Mark's. The Mark's adapter is a solution where you want to run a GM engine and a toyota manual transmission, what versions of the mark's adapter are available now and what options on engines (I personally don't know).


My summary point would be to mirror the drive-line of a GM pickup or SUV to the max extent possible.

Very likely you will need a custom made/configured cross member mount and likely have to adjust lenghths on driveshafts and may have clearance issue on front driveshaft around the engine. Seem's like Cam's build really answers your questions.

I don't know if GM pickups or SUV's are sold in AU (that have the 5.3 or 6.0 V8) if so, then thats the engine I would look for. If not, then look for what your domestic market offers.

Don't know how expensive it would be to grab a inline 6 doner disel from one of the other LC's offered in AU...if that would be too expensive or not.

Can you buy a wreck disel LC from a salvage yard and rob parts...

I like my 5.7 swap, and if I were to do it again here in the USA market , I would have a 5.3 or 6.0 GM V8 with matching GM auto transmission and a AA adapter and potetinally the FJ60 transfercase.
 
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My advice for whatever that matters....is to steer clear of any type of adapter at the bell housing side. I'm no expert and I don't keep up with all the options but I believe advance adapters offers a hi-low bellhousing adapter which essentially is a direct drive or under drive (switchable) if I recall correctly, then there is the Mark's adapter which I have one version of, which mates the GM engine to the toyota transmission and leave all your drive-line mounts the same (this was the fact on the 5.7 engine I have), and I think there is another adapter that AA makes that is somewhat similar to the marks adapter. If you run an automatic transmission there is no need for these adapters, in a GM engine / GM automatic transmission setup. YOu would only need an adapter to mate the gm transmission to the toyota transfer case. IN my view the adapter to mate the transmision to the transfer case is a non-issue, while I find that I'm not a fan of the bell-housing adapters like the Mark's. The Mark's adapter is a solution where you want to run a GM engine and a toyota manual transmission, what versions of the mark's adapter are available now and what options on engines (I personally don't know).


My summary point would be to mirror the drive-line of a GM pickup or SUV to the max extent possible.

Very likely you will need a custom made/configured cross member mount and likely have to adjust lenghths on driveshafts and may have clearance issue on front driveshaft around the engine. Seem's like Cam's build really answers your questions.

I don't know if GM pickups or SUV's are sold in AU (that have the 5.3 or 6.0 V8) if so, then thats the engine I would look for. If not, then look for what your domestic market offers.

Don't know how expensive it would be to grab a inline 6 doner disel from one of the other LC's offered in AU...if that would be too expensive or not.

Can you buy a wreck disel LC from a salvage yard and rob parts...

I like my 5.7 swap, and if I were to do it again here in the USA market , I would have a 5.3 or 6.0 GM V8 with matching GM auto transmission and a AA adapter and potetinally the FJ60 transfercase.
Thanks @Elbert , good overall advice that I will take onboard. Currently using Cameron’s build to map out a task list ...

@FJ60Cam has swapping in a Gen IV engine been any different or more difficult besides the dbw, than a Gen III? Yours is from 2007, do you know exactly which model it is? How has it been holding up in the two or so years since the build?
 
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MANUCHAO

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Gen lll also came with DBW...... but to your question... yes different as ( There's more than one way to skin a cat )...
I say stay with the stock set up, for (proven) reliability, but if you know your LS's flavors then go wild...
Gen lV are more involved (wiring wise), but I think they are an upgrade to Gen III engines....
 

FJ60Cam

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Thanks @Elbert , good overall advice that I will take onboard. Currently using Cameron’s build to ma out a task list ...

@FJ60Cam has swapping in a Gen IV engine been any different or more difficult besides the dbw, than a Gen III? Yours is from 2007, do you know exactly which model it is? How has it been holding up in the two or so years since the build?

No difference on the install. I like the DBW, it works great and makes cruise control easier.

Mines been running great. I’ve been told to expect the AFM lifters to fail eventually (that function is disabled in the tune), but who knows if/when that will happen.
 
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What are the swappers’ thoughts on driving quality with a 4L60 behind a 5.3? There are some praiseful reports on the 6L80 (gears and quality of shifting) but they are far and few between, and seem mostly limited to 80 series. Those who are using the 6 speed after having had a 4 speed swap may understandably state the 6 speed makes for a better drive, and some say the 4 speed has way too large jumps between gears.

My question to those driving a 4L60 swap is, how good or bad do you feel she drives and shifts? I know it’s subjective, but multiple impressions may still paint a useful picture ...

Can tuning improve the shift quality of the 4L60 and virtually eliminate the jump issue, or is it just going to be part of the fun driving her?
 

NCFJ

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I would advise a 4L65E over the 4L60E. It is basically an upgraded version of the 4L60E. My experience is that it shifts just fine and is quite capable of handling the 5.3L right up to the 6.2L LS3. Do yourself a favor and add a secondary trans cooler along with the cooler in the radiator.
 

MANUCHAO

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4 speed has way too large jumps between gears.
My question to those driving a 4L60 swap is, how good or bad do you feel she drives and shifts?
Can tuning improve the shift quality of the 4L60 and virtually eliminate the jump issue
Yes, specially on long grade passes...
It is an AT so it drives great specially after you drop some $$$ to have it rebuilt...

Edit: if you end up with a 4L60e do upgrade the internals including planetary gears and swap
from 4 to 5 like the 4l65e has...

Tuning probably helps, but I would imagine it can only do so much....
Finding the right tune could be expensive, when you dont know...how to go about it...
I def learned to live with it.... and miss the 5 speed on long drives....
A 6 speed transmission with an E paddle shifter would give yah ( I imagine) the best of both worlds....
 
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Transmissions can be bought anywhere I believe. Independent transmission controller shouldn't mater if looking for stockish tunes. The tcm-2650 is the only controller working with the 6l80/90 at the moment if you do not want stock setups.
@Conkhi can you explain what you mean by this? Trying to understand what it would take to use a 6L80 with a Gen III engine, and what is sacrificed or given up by not letting it talk to a Gen IV engine computer?
 

Kleatus

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@Conkhi can you explain what you mean by this? Trying to understand what it would take to use a 6L80 with a Gen III engine, and what is sacrificed or given up by not letting it talk to a Gen IV engine computer?
Sure you can run a 6L80 with a Gen3, but it will require aftermarket parts/programming. I would be hesitant to use the 6L80 with anything but the factory engine and computer it came with. It's not cheap to get an aftermarket controller, and the end result may not be as easily serviced as the factory setup.

The factory power difference isn't huge between older gen III and newer iterations of the same displacement, but I consider the simpler ones without variable valve timing and displacement on demand lifters to be more reliable.

Gen3 + 4 speed auto = cheaper, easier, more serviceable, and enough extra power over a 3F to make you more than happy with your decision.

No idea what the situation is over there, but here it's pretty easy to score a whole Chevy truck with a 5.3/4speed auto for under $1000. The newer ones with a 6 speed are getting cheaper, but still 3-4x that in general. If they were much closer in price, the extra power and gearing might make more sense to me. We are spoiled with cheap options here I guess.

Like many of my projects, it may come down to what you find a good deal on!
 
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Sure you can run a 6L80 with a Gen3, but it will require aftermarket parts/programming. I would be hesitant to use the 6L80 with anything but the factory engine and computer it came with. It's not cheap to get an aftermarket controller, and the end result may not be as easily serviced as the factory setup.

The factory power difference isn't huge between older gen III and newer iterations of the same displacement, but I consider the simpler ones without variable valve timing and displacement on demand lifters to be more reliable.

Gen3 + 4 speed auto = cheaper, easier, more serviceable, and enough extra power over a 3F to make you more than happy with your decision.

No idea what the situation is over there, but here it's pretty easy to score a whole Chevy truck with a 5.3/4speed auto for under $1000. The newer ones with a 6 speed are getting cheaper, but still 3-4x that in general. If they were much closer in price, the extra power and gearing might make more sense to me. We are spoiled with cheap options here I guess.

Like many of my projects, it may come down to what you find a good deal on!
Sound advice there, thanks! Serviceability and reliability are important for when taking it on longer road trips. I haven’t found a whole lot of info on the aftermarket controllers for the 6 speed either, so that throws the idea of going with what’s proven to work out the window.

I’ll plot my plans on ls1 (gen3) and 4l60/65 for now. Start looking at what’s available. A bit jealous on your US market for these used combinations, but hey, we’re in Oz and have plenty of other things going for us :)
 

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