Tapage
Club 4X4 Panamá
Chris .. that caliper !!! and yeah awesome job in the Cruiser too .. ! 
VMJ73 Resto-Not (11 Viewers)
- Thread starter Delancy
- Start date
This site may earn a commission from merchant affiliate
links, including eBay, Amazon, Skimlinks, and others.
- Thread starter
- #262
For posterity.
~2K miles after H55F/BF1A rebuild, a major issue arose last week, one that necessitated a ride on the wagon of shame for any Land Cruiser, the second for this particular one (first when I blew the VM up on Memorial Day).
At a light, in the peak of rush hour traffic, when green said go.......she refused, the best I can describe as feeling like the parking brake was on.
In the seconds that followed, before throwing TC in N and pushing through a major intersection, I thought that either the ebrake had dislodged and seized inside the hub (as it had in F350 once, producing similar butt dyno'd description) or the rear diff had grenaded, not registering that an issue with rebuilt drivetrain was a possibility.
Once in the parking lot and after expressing my appreciation to the landscape crew that aided in extraction with mucho, "mucho gracias' ", it didn't take long to figure out that it was, in fact, the tranny, and was, in fact, stuck in two gears, simultaneously.
Jacked with for thirty minutes before conceding defeat, hanging my head in shame and dialing a long saved contact labelled "F350 Chase Vehicle"....this after regret of notifying Mrs. D that one of my beloved was being towed home.
Get her home, jack with it that night for as long as patience would allow, to no avail. Checked the rubber gasket, plastic shifter end, fluid level, for metal in fluid (none), that rear driveshaft wasn't bound in N, linkages were moving, and shifted, clutched, double clutched, shifted trying to get it unstuck.
Returned to the next morning, with similar results, then calling the wagon of shame back up, taking him up on his promise to haul across town which he wouldn't do during the lucrative rush hour traffic the night before.
When it went on the tow truck, it wouldn't disengage from gear, with clutch depressed, would still try to creep forward, clutch out killed, completely. 1-4 could easily be selected with shifter, 5 and R, unattainable.
Crosstown journey of 25 miles.....then rebuilder texts that "it's driving perfect" along with video, which promoted an immediate drive to defend my sanity and menial abilities.
Once onsite, finally got to lock back up by shifting out of 5th with a slight pressure to the left, only able to free with the reverse linkage. Knowing this, could drive without issue, being careful to pull straight back from 5th.
Rebuilder says "it's the top plate", which I discounted, based on no reports being found of any other failures, especially since this top plate was untouched during the rebuild and had never exhibited any issues, prior, operating with the VM (which sold me on the H55F....smooth and effortless, without any notchiness) and the ~2k with the HZ.
Now, I trust the guy knows what he's doing. He's a Cruiserhead at heart, with more Pigs on the lot than I've ever had, several 60s, and a mint '74 40 he's rebuilding drivetrain. Prior to rebuild, he'd said he'd not rebuilt an H55F, had rebuilt 3&4 speed MTs and many split cases, and they were all the same, regardless.
That said, this is the land of domestics.......so, armed with precise symptoms, ping the pros that have the experience with H55s specifically, may have a top plate handy to purchase, in the off chance it's the culprit, before cutting (extreme) losses and buying new.
Text Robbie and Georg a very truncated version of the above, Georg replying "home with flu. Call me", and after a few minutes of my jabbering, he agreed with rebuilder and offered up a top. Later, Robbie replied that he AND BVB both thought a top plate issue...to which the rebuilder wasn't bashful in celebrating vindication, since I didn't think (like I have any idea of anything beyond what the Internet results) that it could be, as it was untouched.
~2K miles after H55F/BF1A rebuild, a major issue arose last week, one that necessitated a ride on the wagon of shame for any Land Cruiser, the second for this particular one (first when I blew the VM up on Memorial Day).
At a light, in the peak of rush hour traffic, when green said go.......she refused, the best I can describe as feeling like the parking brake was on.
In the seconds that followed, before throwing TC in N and pushing through a major intersection, I thought that either the ebrake had dislodged and seized inside the hub (as it had in F350 once, producing similar butt dyno'd description) or the rear diff had grenaded, not registering that an issue with rebuilt drivetrain was a possibility.
Once in the parking lot and after expressing my appreciation to the landscape crew that aided in extraction with mucho, "mucho gracias' ", it didn't take long to figure out that it was, in fact, the tranny, and was, in fact, stuck in two gears, simultaneously.
Jacked with for thirty minutes before conceding defeat, hanging my head in shame and dialing a long saved contact labelled "F350 Chase Vehicle"....this after regret of notifying Mrs. D that one of my beloved was being towed home.
Get her home, jack with it that night for as long as patience would allow, to no avail. Checked the rubber gasket, plastic shifter end, fluid level, for metal in fluid (none), that rear driveshaft wasn't bound in N, linkages were moving, and shifted, clutched, double clutched, shifted trying to get it unstuck.
Returned to the next morning, with similar results, then calling the wagon of shame back up, taking him up on his promise to haul across town which he wouldn't do during the lucrative rush hour traffic the night before.
When it went on the tow truck, it wouldn't disengage from gear, with clutch depressed, would still try to creep forward, clutch out killed, completely. 1-4 could easily be selected with shifter, 5 and R, unattainable.
Crosstown journey of 25 miles.....then rebuilder texts that "it's driving perfect" along with video, which promoted an immediate drive to defend my sanity and menial abilities.
Once onsite, finally got to lock back up by shifting out of 5th with a slight pressure to the left, only able to free with the reverse linkage. Knowing this, could drive without issue, being careful to pull straight back from 5th.
Rebuilder says "it's the top plate", which I discounted, based on no reports being found of any other failures, especially since this top plate was untouched during the rebuild and had never exhibited any issues, prior, operating with the VM (which sold me on the H55F....smooth and effortless, without any notchiness) and the ~2k with the HZ.
Now, I trust the guy knows what he's doing. He's a Cruiserhead at heart, with more Pigs on the lot than I've ever had, several 60s, and a mint '74 40 he's rebuilding drivetrain. Prior to rebuild, he'd said he'd not rebuilt an H55F, had rebuilt 3&4 speed MTs and many split cases, and they were all the same, regardless.
That said, this is the land of domestics.......so, armed with precise symptoms, ping the pros that have the experience with H55s specifically, may have a top plate handy to purchase, in the off chance it's the culprit, before cutting (extreme) losses and buying new.
Text Robbie and Georg a very truncated version of the above, Georg replying "home with flu. Call me", and after a few minutes of my jabbering, he agreed with rebuilder and offered up a top. Later, Robbie replied that he AND BVB both thought a top plate issue...to which the rebuilder wasn't bashful in celebrating vindication, since I didn't think (like I have any idea of anything beyond what the Internet results) that it could be, as it was untouched.
- Thread starter
- #263
So, off with the top:
I'd originally complained of 3rd gear syncro notchiness. Followed FSM procedure for gauging, thinking sufficient, but if ever again faces with a rebuild, will replace the syncros.
It wasn't a big issue, honestly, and has since been erased, but gap was good and nothing has deteriorated further since rebuild.
About this time, start hunting a schematic, (I sure as hell don't know what should or shouldn't be there) so hit the FSM on phone, to find:
I'd originally complained of 3rd gear syncro notchiness. Followed FSM procedure for gauging, thinking sufficient, but if ever again faces with a rebuild, will replace the syncros.
It wasn't a big issue, honestly, and has since been erased, but gap was good and nothing has deteriorated further since rebuild.
About this time, start hunting a schematic, (I sure as hell don't know what should or shouldn't be there) so hit the FSM on phone, to find:
- Thread starter
- #264
Further tear down reveals the culprit on the reverse rail:
as it's missing the pin.
After hunting through over twenty years of R and G parts bins, determine it to be unique to the H55F, which DIY solidifies.
What I can't figure out is any way possible that this is missing, unless someone's been in here, before.
Not a wear item, wouldn't disintegrate to nothing, and haven't noticed any issues with shifting until this singular event.
as it's missing the pin.
After hunting through over twenty years of R and G parts bins, determine it to be unique to the H55F, which DIY solidifies.
What I can't figure out is any way possible that this is missing, unless someone's been in here, before.
Not a wear item, wouldn't disintegrate to nothing, and haven't noticed any issues with shifting until this singular event.
Detent balls. I was going to suggest this. Happened in my 40 on top of a rock arch in the middle of a thunderstorm. Some a$$hat left the springs out and everything got out o sync. Glad you got it sorted!
- Thread starter
- #267
One of the firs things checked....in hopes of "simple".
The detents, springs and retainers were all there. Spring pressure was increased with shims, before pulling plate off, and didn't change much to the shifter feel, nor it hanging up (obviously before the missing pin was known of)
That said and in the spirit of prudence, I'm replacing the detent assembly and pins......illustrative of, once again, the unknown depths of the rabbit hole one may not know during a rebuild, until hitting the bottom. Furthers the case made that, new is mo' betta' IF you're in the camp of the scared and ignorant, as I am when it comes to internal aspects of drivetrain, and dependent on others to rebuild.
Wise man!
- Thread starter
- #269
I don't know if it makes a dumb man wise to surround himself with wise men, but prolly a better descriptive.
Georg's "damaged when new" top plate arrived, have never seen fracturing like this, so posting up to share my bewilderment.
Incredible how it fractured completely through the housing, but didn't actually separate.
Anyhow, my hats off to Georg. Goes without saying he's an excellent vendor, but he's gone well out of his way on my behalf before, and I know I'm not special.
True asset to the community.....wise enough for many of us.
Top cover normal Chris. Part of the manufacturing process. These dies are now over 30 years old making the same thing over and over again.
Aisin has probably not changed anything about the manufacturing process of something like an H55F.
Aisin has probably not changed anything about the manufacturing process of something like an H55F.
- Thread starter
- #272
We've asked:
"How did the pin, a non-wear item, after numerous miles just disappear?"
since the missing pin was ruled the culprit......and think we now know the only way it could've happened.
When the plate was removed, during rebuild, the detent assembly (cover, spring, and ball) was removed to check.
IF the detent ball hangs up, beyond what a magnet can easily remove and since the plate is on the hard, steel bench, it's highly probable that the cover was rotated and given a good whack.
If this did happen, and if the rail were slid out at the same time (probable) it's very possible that the pin fell out.....unbeknownst to rebuilder.....(will never be unbeknownst again!!)
It's the only way that it's disappearance can be explained, as the rebuilder explained to me, taking responsibility for, even though it's all speculative (unheard of) and saying I owed nothing for his time the last few days...continually refusing my refusal of his position.
Honesty and accountability are rarities, anymore. Good to know that there are still some with solid principles and practices.
- Thread starter
- #273
Before unwrapping a gift way early-
After-
Thanks, Alberto!!
Knowing I stand not alone, but shoulder to shoulder around the rabbit hole, with so many friends is refreshing!!
Yes, the badge says Turbo, so I guess I have no choice, now.
After-
Thanks, Alberto!!
Knowing I stand not alone, but shoulder to shoulder around the rabbit hole, with so many friends is refreshing!!
Yes, the badge says Turbo, so I guess I have no choice, now.
To quote Billy Joel: "And we will all go down together."
- Thread starter
- #276
Little urban wheelin' for the full frontal effect of the new bling...
As any good steward of vintage steed should, as often as possible, engage 4WD to keep all lubricated and happy.
Everytime, utterly amazed at the low L, this morning wondering if +39s should be sought, the main benefit retaining first gear in 2H, 4H and 4L, because first is (almost and tongue in cheek) unusable in the current configuration.
Don't know how the change from 4.56 to 4.11s will impact, but can say I'm not concerned about it.
As any good steward of vintage steed should, as often as possible, engage 4WD to keep all lubricated and happy.
Everytime, utterly amazed at the low L, this morning wondering if +39s should be sought, the main benefit retaining first gear in 2H, 4H and 4L, because first is (almost and tongue in cheek) unusable in the current configuration.
Don't know how the change from 4.56 to 4.11s will impact, but can say I'm not concerned about it.
Tapage
Club 4X4 Panamá
talking about bigger tires .. If I have the chance again, I'll jump directly from 4.10 to 4.88 ..
Send me the old tires...
Congratulations for transplantation motor !!!
Unfortunately I have the VM engine mounted on my ....
For some time I think the change or not, but for now he is doing his dirty work.
Poor guy, does what he can move the BJ 73, but still has 105 hp, if not always break the heads (his weak point!)
ciao
Unfortunately I have the VM engine mounted on my ....
For some time I think the change or not, but for now he is doing his dirty work.
Poor guy, does what he can move the BJ 73, but still has 105 hp, if not always break the heads (his weak point!)
ciao
- Thread starter
- #280
Butt dyno'd opinion is 4.56s with Mark's gears (which have an under drive, if memory serves) would be better suited for 39s.
4.56s in mine with the 37s throw the gears off, expanding the gap from 2nd to 3rd, and 1st is stupid short.
My understanding has always been that diff gears were for on road, transfer case for off. That said, I'm hoping 4.11s return the 1-3 ratios to some sense of normalcy, without impacting 5th....or the L 1st, which gives a chit eatin' grin everytime.
You have anything that'll fit these big used rubbers?
Loved them on the rocks......not as much love off.
When I roll down my driveway in the morning, feels like I'm hitting a section of whoops at speed.
Congratulations for transplantation motor !!!
Unfortunately I have the VM engine mounted on my ....
For some time I think the change or not, but for now he is doing his dirty work.
Poor guy, does what he can move the BJ 73, but still has 105 hp, if not always break the heads (his weak point!)
ciao
Accolades are due @joekatana, since the swap was his baby.....all I'm doing is raising it right....
VM in mine was never healthy, so I can't completely discount it as being effective.....but I can guarantee, if you put a 1HZ in the VMs place, you'll suffer the same facial pains as I.
Chit eatin' grins are universal in any language.
