Hello all. I am isbj60 (Kevin) and it's finally time to start my build.
My poor cruiser has been sitting in the yard for the last 7 years, patiently awaiting while I change directions again and again and again, and finally build a garage to work out of.
A little background: It's a 1982 FJ60, poo brown, and my dad bought it new off the showroom floor. I still have that original key... It's life began with a road trip up the Alcan highway, before it was really a highway. More like a strip of less-harsh British Columbia. It's lived in Alaska, California, Oregon, and Washington. I practically grew up in it, going fishing, hunting, camping, and going on really long family outings (She's touching me! Are we there yet? I have to go to the bathroom...). Way too many memories to ever get rid of it. Even if it bankrupts me, which it just might.
The 2f blew up when I was in high school, something about driving on the freeway at 3500 rpm for hours, and towing a 5000 lb trailer (not at the same time. not enough power for that!). My dad and I decided to put in a 400m ford, because nobody else did that. We would find out later why... We made the adaptation to stock cruiser drivetrain using an Advanced Adapters Ranger III overdrive, and I took the opportunity to fabricate a 2 inch lift for it. That scary hillbilly lift got replaced later by OME heavy springs and a Man-A-Fre shackle reversal kit when I finally got a job of my own. After much abuse/love, that is how it currently sits, slowly collecting moss and lichen and dreaming of better pastures.
My plan for it's rebirth, and why you are reading this in the hardcore section, is as follows:
-front axle - Dana 70u2a/rockwell hybrid. Rockwell outers off of a M35A3 (complete with CTIS
) 3.07 gears. 40 spline ARB. custom shafts. Ouverson lockouts. Custom hub adapters, 335mm bolt circle, hub pilot.
-rear axle - Eaton 23105D. (23,000 GAWR, 105,500 GVWR) factory locked (like an 80 series), 3.08 ratio, 18" ring gear, 2.25" shafts. 335mm bolt circle hub adapters, also hub pilot. Eventually upgrade to CTIS. Ground clearance is over-rated anyway.
-road tires - 385/65r225 (43x14ish) on accuride 335mm bolt circle supersingle aluminum wheels
-offroad tires - 42/15r20 pitbull rockers on military two piece wheels, hutchinson beadlocks
-transmission - Eaton RTO14709MLL, SAE #2 clutch housing. 26.06:1 first, 0.73 overdrive, 11 speeds. Stupidly heavy and large.
-Transfer case #1 - NW Fabworks Blackbox, 2.72:1
-Transfer case #2 (if needed for driveshaft clearance) - NW Fabworks Blackbox, 2.72:1
-Transfer case #3 - NP205, ford 31 spline married.
-Clutch - 14" dual plate Eaton/Fuller, 1400 Ft-lb rating at 80,000 GVWR
-Engine - Cummins ISL, 8.9L, two stage jake brake, 370-400 HP, 550 ft-lb of torque at clutch engagement, 1200 ft-lb at 1300 RPM. SAE #2 flywheel housing. Air compressor. hydraulic pump for steering. Giant sucking sound coming from fuel tank area.
-Steering - full hydraulic, Eaton two displacement orbital, load reaction, open center. Double-ended ram.
-Brakes - Air disk brakes, 22.5" wheel end envelope. 17" rotors. ABS. I want to stop a 8,000 lb vehicle from high speeds with no fade.
-Suspension - Firestone airbags, inset into frame and acting horizontally via a rocker to the axle to keep the lift low. Think formula 1 front suspension...
-Frame - custom fab using the frame from the M35A3 that is giving up it's front end. Fully boxed.
-Misc - CTIS from the poor M35A3. Wabco air dryer. Appropriately sized driveshafts, probably two piece front to clear the fat transmission. Keep this thing as low as possible.
and LOTS of bodywork. Lengthen the front and rear, probably end up with 130" ish wheelbase. Possibly two-stage convertible. Keep stock body lines. stretch and square off rear door, stretch cargo area, move rear wheel well to the cargo area.
It's going to be a wild ride! I am looking forward to providing you all entertainment. Pics of starting point to follow.

A little background: It's a 1982 FJ60, poo brown, and my dad bought it new off the showroom floor. I still have that original key... It's life began with a road trip up the Alcan highway, before it was really a highway. More like a strip of less-harsh British Columbia. It's lived in Alaska, California, Oregon, and Washington. I practically grew up in it, going fishing, hunting, camping, and going on really long family outings (She's touching me! Are we there yet? I have to go to the bathroom...). Way too many memories to ever get rid of it. Even if it bankrupts me, which it just might.
The 2f blew up when I was in high school, something about driving on the freeway at 3500 rpm for hours, and towing a 5000 lb trailer (not at the same time. not enough power for that!). My dad and I decided to put in a 400m ford, because nobody else did that. We would find out later why... We made the adaptation to stock cruiser drivetrain using an Advanced Adapters Ranger III overdrive, and I took the opportunity to fabricate a 2 inch lift for it. That scary hillbilly lift got replaced later by OME heavy springs and a Man-A-Fre shackle reversal kit when I finally got a job of my own. After much abuse/love, that is how it currently sits, slowly collecting moss and lichen and dreaming of better pastures.
My plan for it's rebirth, and why you are reading this in the hardcore section, is as follows:
-front axle - Dana 70u2a/rockwell hybrid. Rockwell outers off of a M35A3 (complete with CTIS

-rear axle - Eaton 23105D. (23,000 GAWR, 105,500 GVWR) factory locked (like an 80 series), 3.08 ratio, 18" ring gear, 2.25" shafts. 335mm bolt circle hub adapters, also hub pilot. Eventually upgrade to CTIS. Ground clearance is over-rated anyway.

-road tires - 385/65r225 (43x14ish) on accuride 335mm bolt circle supersingle aluminum wheels
-offroad tires - 42/15r20 pitbull rockers on military two piece wheels, hutchinson beadlocks
-transmission - Eaton RTO14709MLL, SAE #2 clutch housing. 26.06:1 first, 0.73 overdrive, 11 speeds. Stupidly heavy and large.
-Transfer case #1 - NW Fabworks Blackbox, 2.72:1
-Transfer case #2 (if needed for driveshaft clearance) - NW Fabworks Blackbox, 2.72:1
-Transfer case #3 - NP205, ford 31 spline married.
-Clutch - 14" dual plate Eaton/Fuller, 1400 Ft-lb rating at 80,000 GVWR
-Engine - Cummins ISL, 8.9L, two stage jake brake, 370-400 HP, 550 ft-lb of torque at clutch engagement, 1200 ft-lb at 1300 RPM. SAE #2 flywheel housing. Air compressor. hydraulic pump for steering. Giant sucking sound coming from fuel tank area.
-Steering - full hydraulic, Eaton two displacement orbital, load reaction, open center. Double-ended ram.
-Brakes - Air disk brakes, 22.5" wheel end envelope. 17" rotors. ABS. I want to stop a 8,000 lb vehicle from high speeds with no fade.
-Suspension - Firestone airbags, inset into frame and acting horizontally via a rocker to the axle to keep the lift low. Think formula 1 front suspension...
-Frame - custom fab using the frame from the M35A3 that is giving up it's front end. Fully boxed.
-Misc - CTIS from the poor M35A3. Wabco air dryer. Appropriately sized driveshafts, probably two piece front to clear the fat transmission. Keep this thing as low as possible.
and LOTS of bodywork. Lengthen the front and rear, probably end up with 130" ish wheelbase. Possibly two-stage convertible. Keep stock body lines. stretch and square off rear door, stretch cargo area, move rear wheel well to the cargo area.
It's going to be a wild ride! I am looking forward to providing you all entertainment. Pics of starting point to follow.