Continuing the Saga...

The wiring and plumbing was relatively simple and the 350 fired up with a roar from its open manifolds.   Speaking of manifolds, the stock '92 GM truck manifolds would not work on the LHS due to interference with the frame, steering box, and brake lines.  We searched the wrecking yards for a different style manifold and found one from a late 80s Camaro that seemed to clear everything. 

A trip up the street to patch up a drivable exhaust system and it was on the road.  I'll have a custom exhaust system set up later.  It drives smoothly and has more than enough power to suit my driving style.  I was ready to proclaim all a success and then...

It started out as a ticking sound and quickly grew into a banging.  It seems I have cracked the flex plate and sheared the pilot shaft off of the torque converter! 

Upon very close inspection it appears we have made a stupid blunder.  Part of the Toyota sandwich adapter is fouling the Mark's adapter and causing the crank and tranny input shafts to meet at a slight angle.  Luckily, Jim Godwin was kind enough to sell me the last available 3FE flex plate in North America.  After correcting our error and re-assembling everything AGAIN, it now drives like this motor was stock. 

Rather than grind down the sandwich plate inspection housing, we decided to notch the Mark's housing instead.   Leaving the inspection lobe on the sandwich plate gives a much more convenient place to attach the torque converter bolts.  We consulted with a fabrication shop who felt that the Mark's housing would not be harmed by this.  If you go this route, you will need a 45 degree offset wrench to tighten the torque converter bolts.  Even though Mark's saw no problem with this change, be aware that Mark's specifically warns against modifications not on the supplied instruction sheet.   I would assume that this mod will likely void the warranty on the Mark's housing.

Here are some pics of the 350 as it now sits.   Be kind... I have a lot of cleaning up to do yet.  More of the hoses will become form-fitted ones for a more factory appearance and the wiring will be cleaned up as well.  This was our "bolt it in and fire it up" configuration.  The dress-up will happen over the next couple of weeks.

My first subjective feelings on the engine:

This 350 TBI has specs which are very close to those of the 1FZFE that comes in post '92 FZJ80s.  As a result, I was expecting a similar feeling at the throttle.  It is not what I expected... the torque curves are different enough to be noticed.  This particular 350 is a recent rebuild and has an "RV" cam helping out the torque down low.  Now that I have a proper exhaust plumbed in, I can actually break the tires loose with a slight turn and generous throttle.  The torque on the 1FZFE feels smoother and more sustained.   The V8 has a ton of torque, but you seem to get it more rapidly and with a touch less control than the 1FZ.  Top end horsepower seems roughly the same as a 1FZ, but that's hard to judge.  One thing is for sure.  This is a HUGE improvement over the 3FE and, being a Chevy small block, the potential for improvement is enormous. 

The stock Toyota radiator seems to have no trouble keeping up with the heat load at the moment (we'll see how this summer goes)   The stock 80 shroud is normally used with this kit, but the Chevy fan that came with the light truck's 350 is much too big for it.  A 16" fan from another salvage car fits nicely inside the factory shroud and seems to move more than enough air.

The wiring was relatively simple and I am currently documenting everything to perhaps assist those who attempt this next.  A cross-reference chart is included on the next page.  Also, Mark's Adapters is now selling a converter for the tach signal that will let the V8 register correctly on the in-dash tach.  It's on the way and I'll post a pic when it arrives.

Thanks all around...

  Special thanks is owed Jesse Holguin of "Autos and Cruisers" in Dallas for wrenching tirelessly on this project and keeping me from giving up when things were getting a little stressful.   Even with the mistakes we made and the tasks we had to perform twice, I have enjoyed the project immensely.  All I can say is that the next one will be SO much easier and look SO much better!  Oops... did I say next one? :-)

This has truly been an international project as Norm Needham of Traction 4 in Australia has been our mentor and tour guide from afar.  It is hard to describe, but Norm's technical and emotional support from across the pond was above and beyond anything I would have ever expected.   In fact, several of the folks from the 80 Series Cruisers Owners On Line and the Toyota Land Cruiser Association Mailing List have donated a lot of input to this whole project.  Special thanks to Brad Musil, Butch Baker, Keith Aller, Terry Leeder and everyone who helped push me over the edge!  I'll send you my therapist's bill. :-)  I'll put a more complete list of thanks up later along with web links for those interested in contacting any of the folks who helped with my conversion.

On to ... The Wiring Page