Toyota manual - Advance Adapters

BELLHOUSING ADAPTERS
12
MANUAL 5 SPEEDS (1986-1995):
These transmissions can be identified by transmission codes R150F and R151F. The R150 transmission is normally coupled
to the 3.0 Toyota V6, and the R151F is coupled to the turbocharged 4 cylinder. Both of these transmissions have the same input
shaft length, spline, and bolt pattern. We manufacture one bellhousing that will adapt these two transmissions to a Chevy 4.3 V6,
V8, and Buick V6.
Our new 360 degree aluminum bellhousing, P/N 712561, bolts directly to a Chevy or Buick engine block and accepts the original
Toyota 5 speed transmission. This bellhousing is designed to work with a 10-1/2” flywheel & clutch assembly. A standard Chevy
starter for the 10-1/2” flywheel will work in this bellhousing. If your engine of choice only had a 168 tooth flywheel option, our bellhousing
will fit the larger diameter flywheel; however, you must use a hi-torque starter that does not have a nose cone. Engine blocks that
may require the use of the 168 tooth flywheel are the late model 4.3 V6s and the new Vortec blocks. We offer a new hi-torque starter
for these engines. Part No. 22-0001 fits both the 4.3 V6 and Chevy V8 blocks.
These Toyota 5 speeds use a dowel pin alignment when connecting to a bellhousing. When installing one of our conversion
bellhouings, it is imperative that the two dowel pins be retained on the 5 speed for properly indexing. Your 5 speed transmission
will retain the stock input shaft bearing retainer. This retainer provides the collar for the release bearing. The diameter of this retainer
is identical to a Chevy, thus allowing you to use a stock Chevy release bearing.
Each bellhousing kit is furnished complete with a dust cover, custom pilot bushing, modified release arm, ball pivot, and necessary
hardware. This kit does not include a clutch disc, slave cylinder, release bearing, and pressure plate. The items must all be
purchased separately. The Toyota input shaft has a 1-1/8"-21 spline, requiring a special clutch disc. Centerforce Clutches
manufactures for us a special 10-1/2” clutch disc with a 1-1/8”-21 spline, P/N 716105. This disc will work on a stock 10-1/2” 153
and 168 tooth Chevy flywheel or a 10-1/2” 160 tooth
Buick flywheel. This bellhousing was also
designed to work with the Centerforce high
diaphragm pressure plate, P/N CF360056
(10-1/2”) or CF165552 (11”). These pressure
plates provide ample clearance in our
bellhousing and work well with the Toyota Land
Cruiser slave cylinder used in this conversion. The
clutch release mechanism is designed to use a
Toyota Land Cruiser slave cylinder. This slave cylinder
bolts directly to the side of our bellhousing and
connects to a modified GM cast iron release arm. We
carry this Land Cruiser slave cylinder under P/N
716213. When purchasing the Centerforce clutch
components, you will also be required to purchase a
flat-face release bearing, P/N N1430.
When retaining the R150F transmission, you will be
required to modify your driveshafts. On applications
replacing the turbocharged 4 cylinder and retaining
the R151F transmission, driveshaft modifications
may or may not be required.
CLUTCH COMPONENTS:
The bellhousings listed above are designed for a 10-1/2”, 153 tooth clutch and flywheel assembly. Since some of the later model
GM blocks only have a 168 tooth flywheel option, we also provide our bellhousings with clearance to accept a 168 tooth flywheel
and clutch components. The only requirement when using a 168TH flywheel is that a hi-torque starter with no nose cone must be
used. In addition, The bellhousing kits are slightly different. The bellhousing kits should have a “V” added to the kits listed above.
P/N 712560V or P/N 712560V.
AUTOMATIC TRANSMISSIONS:
Toyota used a 4 speed overdrive automatic transmission in some of its models. This transmission was coupled to a unique transfer
case. Unlike the transfer cases found coupled to the manual 4 & 5 speeds, this transfer case is impossible to convert to. We attempted
to adapt a TH350 to this special transfer case and found that the internal parts were not compatible. With no success in retaining
this transfer case, we decided in 1993 to introduced a new bellhousing kit to retain both the transmission & transfer case. However,
this transmission is completely computer controlled. The complicated computer controls that were integrated with the stock engine
computer system made it nearly impossible to retain this drivetrain. Therefore, we discontinued the production of this kit.
If your vehicle was equipped with an automatic transmission and you are going to do an engine conversion, the only solution is to
purchase a stock Toyota gear-driven transfer case. These transfer cases are readily available from most salvage yards. By using
this type of transfer case, you can adapt to a Chevy or Ford transmission. For transfer case identification, refer to the Transfer Case
section of the manual. Replacing the Toyota automatic transmission will usually require you to perform driveshaft modifications.