Originally Posted by Bad Luck

As far as the gauges in the cluster working: the speedometer works off the wheel speed sensors independent of the ecm, the coolant temp gauge for the dash is read from a different sensor than the ecm uses so it's seperate too, fuel gauge doesn't use the ecm either. I think the only gauge you would have to adapt is the tachometer which you could use a dakota digital signal converter to find the right signal for that as well.

Originally Posted by Mackalicious

Also do these have body control modules? If so, i'll have to research if theres any inputs from the ECU to the BCM required.

Originally Posted by Mackalicious

Yeah, also i'd have to look at some diagrams for the other lights like the CEL (for state inspection reasons) could always wire in a timed relay or mosfet that turns on the CEL in for a few seconds then turn off. Thats what is looked for when doing a state inspection.

Also do these have body control modules? If so, i'll have to research if theres any inputs from the ECU to the BCM required.

Originally Posted by theesotericone

@AssBurns will definitely want to chime in. Then we can see how much research he's actual done to back his "until I LS swap it" line. lol

I'm keeping my 5vz. With 5.29s it turns my 35's well enough and with dual cases it's got plenty of torque. lol

Originally Posted by gamefreakgc

Yup, neighbor down the street has a 3rd Gen he turned into a rock crawler with 38"s. LS swap as well. It isn't street legal but has such bad road manners that he has to tow it everywhere. Not meant to be driven but once in a while.

Originally Posted by AssBurns

Well, I don't plan to keep the stock diff, so my goals are a little different than what most of the others are looking at here. @Konkordmusk and I are probably going to be using a rear sump oil pan (which is already on the LM7 we plan on using) and lower profile LS1 intake instead of the truck/suv intake so that we have more clearance to push the engine up as much as possible, then tuck the diff under and up as much as possible from there. We are still super early on in this project, but we got the basics down.

Sounds like super shitty suspension geometry, not anything to do with tire size or LS swap. Although those things will exaggerate poor suspension design. If your suspension sucks, then it will drive like shit regardless.

Originally Posted by weekendclimber

I assume that everyone here has seen Tom's Turbo Garage LSX swap into the 2004 Tacoma (Project Firebolt) on Youtube? It's 2WD with a rear mount turbo, but he documents everything well and a lot of that could be used for the 3rd Gen 4Runner. If you haven't watched that series, you're missing out.

Originally Posted by Mackalicious

Anyone research the viability of an LS swap? Like actual facts, not hearsay. I have my low mile LS1 from my vette collecting dust from when I swapped my turbo motor in my vette. Dimensionally can these be shoehorned in? Anyone know the viability of keeping the front driveline? maybe a trans adaptor plate or swap to a gm trans and Tcase?

Originally Posted by Mackalicious

Yeah, also i'd have to look at some diagrams for the other lights like the CEL (for state inspection reasons) could always wire in a timed relay or mosfet that turns on the CEL in for a few seconds then turn off. Thats what is looked for when doing a state inspection.

Also do these have body control modules? If so, i'll have to research if theres any inputs from the ECU to the BCM required.

Originally Posted by UnderFire

Quite literally the only major hurdle you're going to run into is an oil pan that'll clear the front diff. I don't think anything really exists that'll bolt on and drop in, so it's going to either be modified from a gto pan or more likely built from scratch. There are plenty of Tacoma based crawlers and truggies running LS based engines and solid front axles, everything else is easy enough.

Transmissions you have a ton of options, the R150F could feasibly handle a stock LS engine and adapters are available. You can run a divorced transfer case setup out of an early Ford truck off of any chevy transmission, Th400, 700R4, 4L60/80, etc.

The thing that would turn me off of this kind of swap though is the fact that it's never going to be perfectly mated into the 4Runner itself. That obviously doesn't matter when you're talking about a rig built to bash on in the trails and mud, but a daily driver isn't something I'd want to swap.

If I were ever to swap an engine into a 4Runner and keep it all relatively factory otherwise, it makes more sense to me to go with a Toyota engine from the same era, that way things can be made to work like they were supposed to be that way to begin with. A 2UZ or JZ are both viable options but are just now really starting to be explored in depth.

Really though I don't think it's necessary, both the 5VZ and 3RZ are reliable, adequate for the chassis, and respond somewhat well to forced induction.

Sent from my JSN-L23 using Tapatalk

Originally Posted by STI_MECE

hey, with a sledge hammer, torch, and a welder you can do anything. but you gotta have a patience. Id love to do that, but then again, I also love working on my engine in the truck if i have to instead of pulling it to change something so small.

I considered a 1UZ swap but I really dont want to lose the space for working with things under the hood. But I guess that goes with any swap....

Originally Posted by 96RedRunner

While replacing LS1 in CJ7 on a bud's ride, was thinking would it fit in my 3rd gen 4x4.
Rough measurements engine fits, Trans back is where things get complicated with 4x4.

Originally Posted by WeakSauz

I totally understand what you guys are saying when you’re mentioning the LS powered 4Runners on 38” tires not being daily driveable.

But there’s no reason whatsoever to not be able to DD an LSX swapped 4Runner, if you do it correctly. Now, sure- skip the AC, throw 40’s and a solid axle under it and you will not want to drive it everywhere.

But, there’s “doing things” and “doing things right”

People are putting LS engines in everything from Miatas to mustangs these days, and keeping all the creature comforts. It’s not like a carbureted engine that loses all manners immediately


I think maintaining a 100% Toyota body harness is key to keeping OEM functionality
Then, a stand-alone computer for the engine and trans control

Originally Posted by LFX_T4R

One of the major constraints for me as well, which is why I chose a 3.6L GM LFX (made 375/270, respectively) and I have a dual battery set up in the bay with PLENTY of room to spare. Also, it's lighter. And it's 11.5:1 compression. And it's cheaper than literally any other modern swap by a mile.

Originally Posted by LFX_T4R

Again-- this is part of it. My set up is a 2015 Colorado BCM feeding the input on a 2015 TCCM (Transfer Case Control Module). The ECU is in parallel with the engine management (and an edge insight CTS2 cluster replacement) along with the TCM on the trans. To have 4WD, you will need to run them in parallel on newer ECUs, but on older ECUs that were strictly signals based, without any additional base code or protocol information, you may be in luck with powering a TCCM just from power input alone. It's trial and error regardless.

Originally Posted by LFX_T4R

As soon as I hit this 15 post limit, you're going to really enjoy my build thread if this is your idea of a good swap. You know what they say about great minds!