Ed_C
Senior Member
I think that's the one in the FS section FS: 1999 4RUNNER 6.0L V8 ENGINE/DRIVETRAIN CONVRSN 1 OWNR GREAT SHAPE $19k 33782, FL
LS1 swap?
- Thread starter Mackalicious
- Start date
I think that's the one in the FS section FS: 1999 4RUNNER 6.0L V8 ENGINE/DRIVETRAIN CONVRSN 1 OWNR GREAT SHAPE $19k 33782, FL
I was thinking the GTO style pan might fit. Too bad the mock blocks are so expensive. If it comes to it you could probably run a dry sump configuration
Mackalicious
New member
True. If I could find a used stock dry sump kit off an LS7 for cheap. I def. don't want to dump massive amounts of money into this project though. Aftermarket dry sump kits are $$.
I want to say the GTO pans are the same as the F-body pan I have bolted on the block now. Whenever I decide I want to test this idea out, ill prob try lowering in the engine with that pan first. It's already plumbed with a -12AN turbo drain, so i'm like 0.5% closer if I wanted to boost it. These engines can make up to 1000hp stock depending on how long you want it to last and as long as they dont predet
People are pulling those 5.3L from the junkyard, throwing them in fbody camaros with 80mm turbos and making 1000hp for like 5 track passes. They blow them up, then pull another motor for 150 bucks.
Mackalicious
New member
Thats converted to 2wd
phattyduck
Elite Member
It never was 4WD, look at the interior shifter. There were lots of 2WD 4Runners in southern states.
-Charlie
Mackalicious
New member
I legitimately thought the SR5s were only 4wd. I see in your sig you have yours swapped too.
theesotericone
New member
[MENTION=118730]AssBurns[/MENTION] 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
Oh man. I’m interested in understanding if he yanked the diff and went 2wd because he straight up couldn’t get it to work with it in. That is disheartening to hear if so. Would love to see some pics of that rig
UnderFire
New member
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
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
gamefreakgc
Elite Member
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.
Mackalicious
New member
How would like double the low end torque not be beneficial? I suppose maybe not if it isnt lockered.
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
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
Mackalicious
New member
The biggest electronic hurdle is integrating the GM ECU with the toyota cluster. Wouldn't be very hard. Other actual prob is emissions inspections. When plugged up to the OBD port, it'll read for a GM. maybe someone who can code could program the ECU to register the proper data to fool the inspection computers. Anyone fluent in C++?
UnderFire
New member
People tend to oversimplify these things, and it ends up with other people thinking it's way easier than it actually is. The issues you'll run into start with the obvious, wiring, actually fitting the engine itself, etc. But then you start to go down a rabbit hole, a rabbit hole that only the most skilled and dedicated ever find the end of.
You'll run into things like making the cooling system function properly between the Toyota radiator and heater core and chevy engine, then you'll have to make sure your shifter, clutch, brake system, ABS, drivelines, fuel system, fans, etc all work, then make sure they all function in a way that is as resilient and fail proof as Toyota's design.
If you don't have extensive knowledge of these specific systems that won't happen, and even then, sometimes fitment constraints don't allow for proper clearances.
I've been down this rabbit hole when my neighbor picked up a much simpler swapped toyota, a simple 4.3 TBI chevy V6 mated to the stock R150 in a 93 pickup. We spent countless hours on finicky nonsense you'd never consider as an issue and after 2 years they gave up on it ever being anything near a daily driver. Constantly cooking starters due to header fitment, an ever temperamental clutch setup, cooling issues, wiring issues, the list goes on.
It's just not as viable as people think. You will never have it dialed in enough to be as fail proof as a stock 4runner.
Sent from my JSN-L23 using Tapatalk
You'll run into things like making the cooling system function properly between the Toyota radiator and heater core and chevy engine, then you'll have to make sure your shifter, clutch, brake system, ABS, drivelines, fuel system, fans, etc all work, then make sure they all function in a way that is as resilient and fail proof as Toyota's design.
If you don't have extensive knowledge of these specific systems that won't happen, and even then, sometimes fitment constraints don't allow for proper clearances.
I've been down this rabbit hole when my neighbor picked up a much simpler swapped toyota, a simple 4.3 TBI chevy V6 mated to the stock R150 in a 93 pickup. We spent countless hours on finicky nonsense you'd never consider as an issue and after 2 years they gave up on it ever being anything near a daily driver. Constantly cooking starters due to header fitment, an ever temperamental clutch setup, cooling issues, wiring issues, the list goes on.
It's just not as viable as people think. You will never have it dialed in enough to be as fail proof as a stock 4runner.
Sent from my JSN-L23 using Tapatalk
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Mackalicious
New member
I suppose it just seems fairly simple due to my background. I'd say 98% or more people on this forum wouldn't be able to accomplish this task. The only part of this task i am not confident in is getting a front driveshaft to a front diff.
gamefreakgc
Elite Member
Oh it is very possible, yes. With the right knowledge and some good parts you could make it very drivable and have enormous amount of power. But you'd also be paying in the thousands, perhaps even over $10,000 in parts and labor by that point. While it would definitely be cool and one of a kind it's probably not going to be done at that level on a 20 year old SUV that has no collector value. If one is going to put that much work and attention to detail to make it amazing, there's better platforms to do it on with more support as well.
