TorqueOfTheDevil
Member
Hi 4th gen team, long time lurker, I built a 1UZ Surf (build thread in link in sig) quite a few years back and I am going to re-do it with a supercharged 3UZ.
I'm planning to run a A761e 6 speed auto with a A750F output shaft and tail section so I can run a transfer box. but I have a decision to make. It would be mechanically easier to run a 4th gen Transfer box (VF4AM - I specifically want a V6 one as I like to drive in RWD most of the time)
However, I could with some minor fab work fit my existing transfer box. - it's a VF3AM, so true multi-mode on with 2wd/AWD/4wd and Low, so functionality wise all I'd be gaining from the 4th gen transfer box is the Torsen diff and 60/40 power split for AWD. I think this would be nice for me as I run Truetracs front and rear and the front does pull the steering wheel a bit under load when in AWD.
I have seen an option to acquire a brand new V6 transfer box, so I’m hoping age related issues shouldn’t be an issue…
My understanding is that the 4th gen box is natively stronger as it was designed to work with the torque of a V8, and the main reason that the V8 version didn’t feature the 2wd mode was more one of liability over capability. - so the V6 one is as strong.
I have read many fingers being pointed at the actuator being a major reliability issue, from experience are they that bad? I remember from my supra days everyone said the 7M ate head gaskets for fun… out of 5 supras I never had one fail, I did destroy a couple of bottom ends though! - so I wanted to hear it first hand from people that live with it, instead of internet rumours,.. are they really that bad?
I’m in the UK, all 3rd gen on 4runners or Hilux surfs are imports, and I’ve never seen a 4th gen here, so replacements will be hard to find, My current 3rd gen multi-mode box has coped with V8 power well for a decade, but I think its due a rebuild at least…
Bit more background if you are still with me…
As part of my 3UZ/A761e swap, I’ve managed to get a 2UZ sump/oil pan, so I can mount the engine slightly lower and further back. Current setup I kept the rear trans mount in the factory location so no need to change the transfer shifter or prop shafts… but with this re location I’ll need to fab up a transfer lever relocation, as well as some fab work on the trans casing and A340F tail housing to make it work. Going electric actuated with a direct bolt on solution would, negate all that, and wires don’t care! So that is an advantage towards the VF4AM.
What do you all think? Stick with the VF3AM or upgrade to a VF4AM?
Does anyone here run a fair bit of power? How do these transfer cases cope?
Any thoughts or feedback are greatly appreciated!
Sorry for the long rambling post!
I'm planning to run a A761e 6 speed auto with a A750F output shaft and tail section so I can run a transfer box. but I have a decision to make. It would be mechanically easier to run a 4th gen Transfer box (VF4AM - I specifically want a V6 one as I like to drive in RWD most of the time)
However, I could with some minor fab work fit my existing transfer box. - it's a VF3AM, so true multi-mode on with 2wd/AWD/4wd and Low, so functionality wise all I'd be gaining from the 4th gen transfer box is the Torsen diff and 60/40 power split for AWD. I think this would be nice for me as I run Truetracs front and rear and the front does pull the steering wheel a bit under load when in AWD.
I have seen an option to acquire a brand new V6 transfer box, so I’m hoping age related issues shouldn’t be an issue…
My understanding is that the 4th gen box is natively stronger as it was designed to work with the torque of a V8, and the main reason that the V8 version didn’t feature the 2wd mode was more one of liability over capability. - so the V6 one is as strong.
I have read many fingers being pointed at the actuator being a major reliability issue, from experience are they that bad? I remember from my supra days everyone said the 7M ate head gaskets for fun… out of 5 supras I never had one fail, I did destroy a couple of bottom ends though! - so I wanted to hear it first hand from people that live with it, instead of internet rumours,.. are they really that bad?
I’m in the UK, all 3rd gen on 4runners or Hilux surfs are imports, and I’ve never seen a 4th gen here, so replacements will be hard to find, My current 3rd gen multi-mode box has coped with V8 power well for a decade, but I think its due a rebuild at least…
Bit more background if you are still with me…
As part of my 3UZ/A761e swap, I’ve managed to get a 2UZ sump/oil pan, so I can mount the engine slightly lower and further back. Current setup I kept the rear trans mount in the factory location so no need to change the transfer shifter or prop shafts… but with this re location I’ll need to fab up a transfer lever relocation, as well as some fab work on the trans casing and A340F tail housing to make it work. Going electric actuated with a direct bolt on solution would, negate all that, and wires don’t care! So that is an advantage towards the VF4AM.
What do you all think? Stick with the VF3AM or upgrade to a VF4AM?
Does anyone here run a fair bit of power? How do these transfer cases cope?
Any thoughts or feedback are greatly appreciated!
Sorry for the long rambling post!
