1UZFE swap into 2nd Gen 4Runner
06-29-2005, 04:40 AM
#141
Registered User
Join Date: Feb 2005
Location: Westminster, CO
Posts: 1,153
Likes: 0
Received 0 Likes
on
0 Posts
He shouldn't need the VB upgrade unless he is going to be running a lot of power. Not sure on the exact specs of the motor, but unless it's over 250hp, then he shouldn't need it. But it wouldn't be a bad idea to plan for the future and possible supercharger. 
06-29-2005, 05:26 AM
#142
Registered User
Thread Starter
Originally Posted by sschaefer3
Dam dude, if you pull this off dive right in and cut that IFS off.
The Rubicon was UNREAL. That trail is so awsome.
Moab & Rubicon are two you guys HAVE to drive out to.
The Rubicon was UNREAL. That trail is so awsome.
Moab & Rubicon are two you guys HAVE to drive out to.
06-29-2005, 05:31 AM
#143
Registered User
Thread Starter
Originally Posted by mt_goat
Cebby are you planning a valve body upgrade on your A340F?
06-29-2005, 06:29 AM
#144
Contributing Member
Join Date: May 2002
Location: Tempe, Arizona
Posts: 5,278
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by Cebby
haven't decided if I want to link it or do leaves yet)
Links are quite complex and if you don't get it just right it could be dangerous on the road. Leafs you just throw them in there and call it good.
I would also convert your rear to leafs. That really makes it shine.
06-29-2005, 06:42 AM
#145
Registered User
Thread Starter
Originally Posted by sschaefer3
FWIW, I love the leaf springs I installed. They did so good on the Rubicon and were very easy to install.
Links are quite complex and if you don't get it just right it could be dangerous on the road. Leafs you just throw them in there and call it good.
I would also convert your rear to leafs. That really makes it shine.
Links are quite complex and if you don't get it just right it could be dangerous on the road. Leafs you just throw them in there and call it good.
I would also convert your rear to leafs. That really makes it shine.
I want a low ride height - hoping I can acheive this with leafs. That's the only reason links are even being considered - "should" be able to be lower...
I'm going to cut my fenders to fit 35's for now and when the IFS says "uncle", it gets cut off.
Last edited by Cebby; 06-29-2005 at 06:46 AM.
06-29-2005, 07:00 PM
#146
Registered User
Join Date: Jun 2005
Location: Pocatello, ID
Posts: 24
Likes: 0
Received 0 Likes
on
0 Posts
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 problem
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, but it 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 as part of my own swap.
Thanks.
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 problem
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, but it 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 as part of my own swap.
Thanks.
06-29-2005, 07:44 PM
#147
Registered User
Looks great Mike.
Go with 4.7's as per our previous discussion.
JTM does not have an upgraded tranny, drives hard and has a SC.
IFS rules. All the cool kids use it. I am still wondering if the BJ spacers are what is killing my junk. Not real sure I want to find out though.
Keep on it dude.
Go with 4.7's as per our previous discussion.
JTM does not have an upgraded tranny, drives hard and has a SC.
IFS rules. All the cool kids use it. I am still wondering if the BJ spacers are what is killing my junk. Not real sure I want to find out though.
Keep on it dude.
06-29-2005, 08:02 PM
#148
Registered User
Thread Starter
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...
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...
06-29-2005, 08:03 PM
#149
Registered User
Thread Starter
Originally Posted by Flygtenstein
Looks great Mike.
Go with 4.7's as per our previous discussion.
JTM does not have an upgraded tranny, drives hard and has a SC.
IFS rules. All the cool kids use it. I am still wondering if the BJ spacers are what is killing my junk. Not real sure I want to find out though.
Keep on it dude.
Go with 4.7's as per our previous discussion.
JTM does not have an upgraded tranny, drives hard and has a SC.
IFS rules. All the cool kids use it. I am still wondering if the BJ spacers are what is killing my junk. Not real sure I want to find out though.
Keep on it dude.
Last edited by Cebby; 06-29-2005 at 08:04 PM.
06-29-2005, 08:30 PM
#151
Registered User
Thread Starter
Originally Posted by AgRunner06
Cebby,
Is that shift quality selenoid on our transmissions too? I guessing you have the A340H too.
Is that shift quality selenoid on our transmissions too? I guessing you have the A340H too.
06-30-2005, 11:38 AM
#152
Registered User
Thread Starter
I knew I'd read about it somewhere:
That means the 4 solenoid trannies use a solenoid to control shift quality, while the 2 solenoid version (a340h and old a340f) uses the throttle cable. Either way, this part can be eliminated with no ill effects (just what I've read - I'm not responsible for grenading trannies)
Originally Posted by www.Off-Road.com
The A340E/A340F/A340H 4-Speed Automatic Overdrive Transmission
This is Toyotas ECT (Electronically Controlled Transmission) automatic. It is used in both 22RE (4wd) models and in the 3VZ-E and 22R-TE (both 2wd and 4wd)
1st 2.804, 2nd 1.531, 3rd 1.000, 4th 0.705 Reverse: 2.393.
The 4WD version (A340H) has a transfer case with low-range gearing of 2.659:1
Models designated A340F have (I think) the VF2A transfer case with a 2.566:1 low range
Someone who asked to be anonymous sent the following info:
The codes breakdown is as follows
A 340 H
A = automatic transmission
3 = 3 series
4 = 4 speed
0 = gear ratio / minor change
H = hydraulic transfer case (includes ECT)
F = mechanical transfer case (includes ECT)
E = Electronic Controlled Transmission (used on 2WD 4Runners, other 2WD Toyota vehicles)
This transmission uses 2 solenoids to control the shifting.
solenoid 1 solenoid 2
1 th = ON OFF
2 nd = ON ON
3 rd = OFF ON
4 th = OFF OFF
The throttle cable is used for line pressure, it can be disconnected and
the transmission will still shift normally.
But if youloose power to your 2 shift solenoid, you will be taking off in
OverDrive.
This is Toyotas ECT (Electronically Controlled Transmission) automatic. It is used in both 22RE (4wd) models and in the 3VZ-E and 22R-TE (both 2wd and 4wd)
1st 2.804, 2nd 1.531, 3rd 1.000, 4th 0.705 Reverse: 2.393.
The 4WD version (A340H) has a transfer case with low-range gearing of 2.659:1
Models designated A340F have (I think) the VF2A transfer case with a 2.566:1 low range
Someone who asked to be anonymous sent the following info:
The codes breakdown is as follows
A 340 H
A = automatic transmission
3 = 3 series
4 = 4 speed
0 = gear ratio / minor change
H = hydraulic transfer case (includes ECT)
F = mechanical transfer case (includes ECT)
E = Electronic Controlled Transmission (used on 2WD 4Runners, other 2WD Toyota vehicles)
This transmission uses 2 solenoids to control the shifting.
solenoid 1 solenoid 2
1 th = ON OFF
2 nd = ON ON
3 rd = OFF ON
4 th = OFF OFF
The throttle cable is used for line pressure, it can be disconnected and
the transmission will still shift normally.
But if youloose power to your 2 shift solenoid, you will be taking off in
OverDrive.
07-05-2005, 07:09 AM
#155
Registered User
Join Date: Feb 2005
Location: Westminster, CO
Posts: 1,153
Likes: 0
Received 0 Likes
on
0 Posts
This is coming a long pretty good. But we want pics of the engine in the engine bay where it belongs. j/k. Take your time and do it right. Don't want to have to do anything over again.
07-09-2005, 07:40 PM
#156
Registered User
Thread Starter
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:
.jpg)
Hmmmm....greasey:
.jpg)
.jpg)
.jpg)
Halfway there....
Easy as pie so far...
The victim:
Hmmmm....greasey:
Halfway there....
07-10-2005, 06:50 PM
#157
Registered User
Thread Starter
I was photographing everything which was eating up too much time. Marlin's dismantle and assembly instructions are SO DAMN GOOD there is really no reason to document it. You can find their instructions here:
http://www.marlincrawler.com/docs/47...install_2.html
OK, last night was maybe 1/4 of the way there as I found out tonight.
.jpg)
.jpg)
Barely fits in the bucket...
.jpg)
I'm going to use a parts cleaner on everything, that's why I bagged and packed it up.
Pretty easy dismantle. Only one casualty (OK, actually 3) - one of the alllen head detent screws would not budge. I ended up stripping out the head of it with the 6mm allen, so I hammered a 1/4" allen into it and got it out. The other two parts were 2 of the thick snap rings on the shafts - these things are almost impossible to get them off without bending them. The expletives were flying. 
Hmmm.....Case #2.......deja vu....
.jpg)
http://www.marlincrawler.com/docs/47...install_2.html
OK, last night was maybe 1/4 of the way there as I found out tonight.
Barely fits in the bucket...
I'm going to use a parts cleaner on everything, that's why I bagged and packed it up.
Pretty easy dismantle. Only one casualty (OK, actually 3) - one of the alllen head detent screws would not budge. I ended up stripping out the head of it with the 6mm allen, so I hammered a 1/4" allen into it and got it out.
The other two parts were 2 of the thick snap rings on the shafts - these things are almost impossible to get them off without bending them. The expletives were flying. Hmmm.....Case #2.......deja vu....
Last edited by Cebby; 07-10-2005 at 07:11 PM.
07-11-2005, 03:38 PM
#160
Registered User
Thread Starter
Got the "custom" coupler back from Marlin. The flash washed it out a bit, but basically it is an expansion plug (Dorman 555-120) epoxied into the coupler.
.jpg)
.jpg)
.jpg)
.jpg)
Looks like it should solve the leaking!
Looks like it should solve the leaking!
Last edited by Cebby; 07-11-2005 at 03:40 PM.
