Toyota manual - Advance Adapters

INTRODUCTION
This manual deals exclusively with Toyota 4WD trucks. Toyota 4WD trucks have been one of the more popular vehicles
for the past several years. This is due in part to their performance, reliability, and excellent engineering.
Back in 1981, we first introduced a kit to install a Buick V6 with a TH350 transmission into these vehicles thus enhancing performance.
Over the years, we have consistently updated and created new kits to meet the needs of the Toyota owner. We feel that these kits,
when installed properly, will provide you with the same reliability and service that your stock vehicle once had.
There have been several variations of the Toyota pickup over the years. Different transmissions, transfer cases, and different body
styles have been used. These changes created a variety of different adapters necessary when converting these vehicles. As you
read through this manual, it is important that you look over the pages that pertain to your vehicle specifications. Proper identification
of you stock drivetrain components is required. The use of this manual will aid in the stock drivetrain identification.
TOOLS REQUIRED:
Toyota pickups are put together with all metric fasteners. If you do not have a good selection of metric and standard wrenches, then
we would suggest that you purchase the appropriate wrenches before you start your conversion. Along with these tools, it is advised
that you have an engine hoist and a torque wrench to complete the conversion properly. Some conversions do require some welding
or cutting for mounting of the engine. Please refer to your specific vehicle application listed in this manual for further information
concerning modifications. For electrical wiring diagrams and Toyota torque specifications, you will need a Toyota 4WD service
manual.
ENGINE SELECTION:
The first step is to define the use of the vehicle and then select a motor which best fits those needs. We manufacture motor mounts,
headers, and adapters for most Chevy V6 and V8 engines, along with the Buick V6 & Ford V8 engines. Within this range of motors
every practical need can be met. The engine size can create clearance problems in regard to the radiator, suspension, and firewall.
These are an important factors when determining which engine to use.
SMALL BLOCK CHEVY V8:
There are many different Chevy small blocks. The 283, 305, 350, 383, T.B.I., T.P.I., LT1, LT4, LS1, and the Vortec V8 are all examples.
When it comes to the usage of these engines most of them can be treated the same. The bellhousing bolt patterns on these block
are all identical. (This is known as the 90 degree bolt pattern). These engines use a dowel pin alignment. The stock starter bolts
to the bottom of the block except on some early blocks like the 265. (Note: These early blocks, in which the starter bolts to the
bellhousing, should not be used for conversions). The flywheel can either be 153 tooth measuring 12-3/4” in diameter or 168 tooth
measuring 14” in diameter. The 1985 & earlier flywheels are not interchangeable with the 1986 & later flywheels due to a change
on the flywheel crank bolt pattern and balancing.
The Chevy starters have two different bolt patterns on the bottom of the block. The straight bolt pattern is normally used with the 153T
flywheel, and the offset or staggered starter bolt pattern is normally used with the 168T flywheel. Many Chevy blocks today offer both
starter bolt patterns on the block. Some of our conversion bellhousings require a special GM starter nose cone. If your stock starter
is interfering with our bellhousing, you may need to grind on the bellhousing a bit or purchase a hi-torque starter which does not
have a nose cone, AA P/N 22-0003. WARNING: Do not use one our bellhousings with a diesel engine. The starter will not fit
the bellhousing pocket on our bellhousing.
The oil pans on Chevy blocks have gone through a few changes. Blocks 1985 & earlier are all the same, except the dipstick access
is either on the driver’s side or passenger side. In 1986, GM changed their gasket design to a one piece rear main seal. The earlier
style oil pans will not fit the newer blocks. The computer controlled blocks in the ‘90s had oil level sensors added. The oil pans
we manufacture do not have provisions for this sensor. Caution should be used if you plan on using a newer Chevy V8
or 4.3 V6. We have seen aluminum oil pans on most 1997 & later model blocks. This could cause problems with some of our
bellhousing conversions since these oil pans also provided mounting holes for the stock bellhousing and because our conversion
bellhousings do not offer these mounting options. Vehicles using these new blocks should consider retaining the stock
transmission that was originally coupled to this engine. We offer a full line of transfer case
adapters to couple these newer transmissions to your transfer case. This aluminum pan could
also cause problems on vehicles 1986 & up without a suspension lift.
Most of the Chevy blocks used a triangular motor mount bolt pattern. Our conversion mounts
all utilize this most common mounting configuration. In the late ‘90s, and with the introduction
of the LS1 blocks, we’ve seen a variation from this bolt pattern. If you plan on using a LS1 block,
we offer an engine mounting system for your application. GM also changed the crank flange
stickout location on the LS1 block. This crank is recessed .400” closer to the back of the block
than any other stock Chevy block. When this block is used in a conversion, the torque converter
INTRODUCTION & ENGINE SELECTION 3