1UZFE/2UZFE into a 2nd Gen 4Runner (U.S.)

[cebby]

A few more pieces of the puzzle:











A340F trans and t-case from a 2000 4Runner V6, 67K miles. After checking out the connectors on the trans, I will likely just use this A340F instead of converting the LS trans to 4WD. There are 3 plugs. Two are identical, one is slightly different, but had I think it had the same number of contacts. I'll just need to get a pigtail for the a340f and splice it into my 1UZ harness.

The LS torque converter fits the input perfectly, but it's clear the VZ bellhousing won't work on the UZ engine. It's too short and the bolt pattern is different.

I was investigating the various dual case adapters (MC07, MC08, and MC08-R10) and it was recommended that the MC07 is perfectly fine to use and that there is no significant advantage of using the MC08. See this thread: http://www.pirate4x4.com/forum/showthread.php?t=366164

OK, who needs a transfer case? And what is all that "stuff" hanging off of the tcase in the last pic.

 

[cebby]

T-Case Removal from A340F

Got the case off tonight. Piece of cake. It seemed like the bolts holding the TC to the tailhousing weren't torqued much more than 30 lbs. (Just a guess).

Together:



Apart:



Now, the coupler is another matter. That thing is ON there. I didn't want to run the risk of messing it up, so I didn't try too hard.

The issue with the Marlin coupler leaking must be a sizing issue. If these couplers have a consistent inside diameter, then the problem isn't with the coupler being too large, but the tcase input being a thou too small. If the OEM one is SO tight that it can't be pulled off by hand, that means the trans output and the tcase input are two different sizes. My .02 anyway.

There is nothing between the shafts in the OEM couplers. I'll try to figure out how to measure to see if there is any space between the shafts. Might be tough without pulling the coupler.

Here's a few pics of the coupler:

 

[cebby]

Bellhousing Comparison

Here's some pics comparing the a341 and the a340f.

A341 bellhousing:







A340F bellhousing:

 

[cebby]

I ran into an issue with the input shaft lengths. When using the UZ bellhousing/torque converter, you also need to use the input shaft and trans oil pump.

Guess what - swapping inputs IS a piece of cake. Put the a341e input into the A340F and vice versa.

Here's the pic of the A340F input and oil pump.


The A340F with the input and oil pump removed.




Here's the A340F parts and A341E parts (A340F is on the left)


The ring on the input assembly on the right corresponds to a speed sensor on the A341E. The A340F has a hole for the sensor and the mounting screw. I just need to knock out the freeze plug. I need to figure out is if the sensor in the tailhousing will work instead - looks to be the same, but I need to check their resistance and see what type of signal the ECU is expecting.


Here's the A340F area where a speed sensor could go:


Here's the one on the tailhousing of the A340F:


Here's the one on the case of the A341E:


Here's the input assemblies side by side - notice the A341E shaft is a bit longer:

 

[cebby]

Oil Pumps are the same:




The oil pump drive (splined hollow shaft sticking out) is a little longer on the A341E.


Completed hybrid A340F:


If someone else is attempting this, you won't need a complete donor trans like I have. I'll figure out the fewest parts needed eventually and get this thing down to a shopping list.

 

[Guts]

I will be watching this heeps to see how it all goes when together as I want auto and gear driven t case. ATM I am running standard 5 speed and gear t case.

 

[Toymanf]

Hey there Cebby

I am in California and am tackling the same swap as you. I also have a 3.0 auto 93 4runner. I am very interested in this thread and am very grateful for the excellent posting of info. Everybody on this board is so good about sharing info and pictures. I will try to do the same. I set the motor into the engine bay last night. I had not removed the tranny yet and it would not drop all the way in. I removed the trans bellhousing last night and will fit it again today. I am most interested in the steering shaft and brake booster clearance. All of the swaps that I have seen have been on right hand drive vehicles. I will post a pic as soon as I can. Thanks again Cebby for the great info.
Frank

 

[cebby]

You're welcome Frank. You are actually ahead of me. My 1UZ motor is still sitting on a skid and the 3.0 is still in my 4Runner. I'm going to get it mounted on an engine stand and check it over/clean it up a bit prior to fitting it.

I'm eager to see your pics of the motor in the engine bay. I'm hoping to retain my A/C.

BTW, what are you doing for accessories like power steering pump, AC Pump and alternator? Are you using the pieces from the 3.0? That's what I'm hoping to do through some custom brackets.

 

[Toymanf]

I plan to use the lexus accessories. I will also be retaining a/c. I have made a lot of progress on the wiring schematics as far as identifying/confirming pinouts on the body connectors from the lexus harness. As you get closer, if I can be of any help, do not hesitate to ask.

Frank

 

[Toymanf]

Here are a few pics of the motor sitting in the engine bay.

 

[Toymanf]

Here are a few more:

 

[Toymanf]

The oil sump is resting full wieght on the steering linkage in the pic. The clearance at the rear of the right cylinder head is about 1/2 - 3/4".

Due to the brake booster clearance, I think I will have to run a 1" body lift to get my steering linkage clearance.
Both of the exhaust manifold flanges/collectors hang out slightly past the torsion bars. The exhaust pipe will easily clear the torsion bars, but the flanges will be very close.
The steering shaft does not clear the manifold as is. I believe if I eliminate the "rag" joint(rubber coupler portion), then I can clear the manifold with the heat shield still in place.

The hood closes easily with right at 1" of clearance. After I raise the engine to clear the steering linkage, I would reduce this to about 1/4". With the 1" body lift, this will not be a problem.
The alternator will clear.
I do not have an A/C compressor yet, but it looks like a tight fit. I may need to build a 1/2" spacer for the steering gearbox to make a little extra room. I saw someone did this on a 7m or 2jz swap.

My conclusion is that in order to avoid modifying the sump, a 1" body lift is mandatory.
Frank

 

[cebby]

Great info Frank! Is your radiator in the stock location? I thought it would be a tighter fit than that. Looks like you are also IFS - me too for now.

I already have a 1" BL from Roger Brown. www.4crawler.com

 

[Toymanf]

Yes, the radiator is in stock location. I am not sure if I will use the stock radiator or not. I am staying IFS for now also. I have an a340f from a 97 4runner in my shed. I am still trying to get an a341E. I want to go with a single case and 4.7 gears.
Frank

 

[cebby]

You'll need to talk Marlin into doing their "modified" coupler. This is for the 34-AT adapter (for attaching the A340F to a gear driven case). The coupler (piece that joins the output of the trans to the input of the t-case) apparently leaks like a garden hose (ATF spewing into the gear oil in the tcase).

Talk to Dean - that's who I worked with. My stuff will be here early next week. They modify these couplers with epoxy or something to stop them from leaking.

Are you using the 3.0 engine mounts?

 

[Toymanf]

I do plan on using the 3.0 mounts. Marlins shop is a 2 hour drive for me. I think I will see them in person when I am ready for those parts.

Frank

 

[cebby]

Guess it's time to get to work...



MC07 lucky number 2554.

 

[WildHare]

Potentail A340F problems?

First off, thanks for the write ups you've been doing here and elsewhere on this swap project. Your experience gives me courage, and has convinced me to go with a 1UZFE rather than a 7MGE (no GTE for me).

You plan on using the A340F from the 2000 4Runner. I had read of somebody TRD supercharging their 3.4l 200x 4Runner and burning out the 2nd gear clutch pack.

Gadget's Transmission Problems

Short version: burnout in 30k miles. Solution was a valve body upgrade.

I know you have stated earlier that you aren't worried about the power output of the engine burning out the transmission, but the power seems on par with a supercharged 3.4L, which burned out his tranny.

I was wondering what you and the others in the forum think about this man's experience, and if your situation, horsepower/torque wise, is similar. If it is, I'll make sure to get a valve body upgrade as part of my own swap.

Thanks for your time

 

[cebby]

Wildhare - Thanks for the link to Gadget's experience. That was a good read.

While a valve body upgrade is not out of the question, it will not be part of my initial build.

Fortunately, Gadget's experience is likely not the norm. In addition to his fuel system tweaks to "up" power (probably beyond a stock 1UZFE) and his extensive testing of all things power related has (IMO) taken a toll on his drivetrain. All that good research comes at a price. I'm curious of all the SC'd Runners out there, how many have burned up their trannies? I haven't heard of this being a widespread problem.

The smooth shifting Gadget eludes to in his article is controlled by a shift quality solenoid. This solenoid does not have to be hooked up. Not using this solenoid yields snapppier shifts. This is something else to promote the longevity of the trans. I will also have a huge trans cooler as Gadget mentioned also.

Keep in mind, the A340 and A341 have very similar internals. The biggest difference being the gearing ratios. The 1UZFE came from Toyota with a A341E behind it (among other versions).

I hope I won't be eating my words later with a burned up trans...

 

[cebby]

Got to get my hands on it for a little while tonight. Started tearing into one of the two gear drive cases I'll be using.

Easy as pie so far...

The victim:


Hmmmm....greasey:






Halfway there....