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Discussion Starter · #21 ·
It wasn't custom shaft what was installed. Marlin's used a Chevy v8 clutch, longer pilot bearing and AR5 bell housing to make the R150 work behind the Isuzu engine. The R151F out of the Toyota trucks WILL NOT work without a complete tear down to replace the input shaft. This is due to it using the short shaft and Isuzu using the long shaft. I really don't feel using the R-series for a swap is worth it. Most have a lot of miles and as such will be quite worn out when you get it as opposed to an AR5 which can be found with well under 100k miles. When I pick my AR mine up in Feb/Mar I'll check the rear output shaft and call Marlin crawlers up or possibly go to a few junk yards and just buy a t-case from a Toyota to see if it will work.
 

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I follow you on that note. They probably will be high mileage but at least its serviceable by most mechanics who know Toyota transmissions.

But back to the first option:
the R150f rear cover or R151f rear cover (supposedly) can mate to the AR5 trans.
That way you can get a Toyota case on the end.
Did I get that correct?
Or is this still the unknown?

The torque rating on the R150 and 151 is decent enough to support my 3.2 which tops out at a whopping 193 lb·ft
 

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Discussion Starter · #23 ·
lorenzo816 said:
I follow you on that note. They probably will be high mileage but at least its serviceable by most mechanics who know Toyota transmissions.

But back to the first option:
the R150f rear cover or R151f rear cover (supposedly) can mate to the AR5 trans.
That way you can get a Toyota case on the end.
Did I get that correct?
Or is this still the unknown?

The torque rating on the R150 and 151 is decent enough to support my 3.2 which tops out at a whopping 193 lb·ft
Personally I looked up the R151F to see what they were fetching. For a ridiculously high mileage unit you can usually get 1.5-2 AR5's. Not worth it to me and honestly most of the Toyota guys bitch about them because of vague shifting and generally just being worn out.

The AR5/AX15/R-series are all the same main case. There were changes over the years but it was mainly to Jeep/Toyota/Isuzu factory options i.e. Toyota changed t-cases a couple times and as such the rear cover is different, they also change input shaft length which required a bell housing change. That being said no one that I've found has bolted the Toyota t-case to an Isuzu or GM AR5. Crash brought up a good point that the output shaft may have a different dia/length/spline count so that will need to be verified as well. I'm willing to bet that the output shaft is the same though. I looked on Marlin Crawlers transmission list and all the R-series and AX15 are listed to have a 23-spline output shaft. Anyone know what spline count the Isuzu AR5 is?

I'm currently working with one good arm due to shoulder surgery. But as soon as I can convince my wife I'm ok to walk around a junk yard I'm going to find a t-case from a Toyota. I want a good double or possibly triple t-case setup so I'm going to make this work. If you guys can wait a few months I'll hopefully have this all figured out. If not you're stuck doing what I would do, seeing if the round Toyota peg fits the round Isuzu hole.
 

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24 spline count with a 1" shaft.
 
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nasty610 said:
lorenzo816 said:
I follow you on that note. They probably will be high mileage but at least its serviceable by most mechanics who know Toyota transmissions.

But back to the first option:
the R150f rear cover or R151f rear cover (supposedly) can mate to the AR5 trans.
That way you can get a Toyota case on the end.
Did I get that correct?
Or is this still the unknown?

The torque rating on the R150 and 151 is decent enough to support my 3.2 which tops out at a whopping 193 lb·ft
Personally I looked up the R151F to see what they were fetching. For a ridiculously high mileage unit you can usually get 1.5-2 AR5's. Not worth it to me and honestly most of the Toyota guys bitch about them because of vague shifting and generally just being worn out.

The AR5/AX15/R-series are all the same main case. There were changes over the years but it was mainly to Jeep/Toyota/Isuzu factory options i.e. Toyota changed t-cases a couple times and as such the rear cover is different, they also change input shaft length which required a bell housing change. That being said no one that I've found has bolted the Toyota t-case to an Isuzu or GM AR5. Crash brought up a good point that the output shaft may have a different dia/length/spline count so that will need to be verified as well. I'm willing to bet that the output shaft is the same though. I looked on Marlin Crawlers transmission list and all the R-series and AX15 are listed to have a 23-spline output shaft. Anyone know what spline count the Isuzu AR5 is?

I'm currently working with one good arm due to shoulder surgery. But as soon as I can convince my wife I'm ok to walk around a junk yard I'm going to find a t-case from a Toyota. I want a good double or possibly triple t-case setup so I'm going to make this work. If you guys can wait a few months I'll hopefully have this all figured out. If not you're stuck doing what I would do, seeing if the round Toyota peg fits the round Isuzu hole.
Let me guess rotator cuff was torn? My dad just had his right shoulder fixed up and he's having a hard time sitting around doing nothing.... Sounds like a painful recovery good luck with yours!
 

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Discussion Starter · #27 ·
No I had a clavicle resection done. Basically my clavicle was swollen and wouldn't go down so it was smashing into my shoulder blade. Took 8 months for the Air Force to decide I may need to see a specialist, they sent me to physical therapy. Went to 2 visits at an Army physical therapy center and a very nice Captain told me shoulder really messed up, there was nothing she could do and I needed surgery. She had me at Orthopedics by the end of the week. Needless to say I have zero faith in Air Force doctors.

Mine honestly isn't consider anywhere near as bad as what your dad had done. Problem with mine is recovery time. I have to spend the first 6 weeks in a sling and then another 5 1/2 months being really careful with it. After all that "maybe" they will clear me to actually go back to normal ops. The beach this year is going to suck I've already put on 10 lbs. Gonna have to start walking on a treadmill.
 

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Discussion Starter · #28 ·
Med!c said:
24 spline count with a 1" shaft.
I agree that it sounds really odd to be off by 1 tooth for the same transmission. But these transmissions were customized to each application so it's not too far fetched that they would be slightly different. To give a little more information on the Toyota R-series and what the different year ranges mean I'm going to copy/paste a post from another board. There's some information about installing a Toyota t-case behind the Jeep AX15 by Marlin Czajkowski, guy from Marlin Crawlers, says it can only be done between the first gen R150 and 86-91 AX15. For our AR5 I think we will BE REQUIRED to stick to the latest generation R-series transmissions to use for parts. Otherwise we'll be looking at steps BACKWARDS in technology. Marlin doesn't have much experience with the Isuzu version of the AR5 or GM MA5 so we're kind of on our own figuring out what fits to what. I'm willing to be though that if we stick to production years we should be able to make everything work out.

Here's that post:
As has been pointed out, the pre '96 R150F and R151F input shafts are far too short to be used in the AX15 bellhousings. (Even with the Advanced Adapters pilot bushing) The R154 input shaft is longer, and, with the proper spacing and AA bushing CAN be used in the AX15 bellhousings with no mods.

Some further information from Marlin "Crawler" Czajkowski on the Toyota R series and the AX15. It is possible to swap the longer AX15 input shaft into the pre '96 R150F.

"Parts are interchangeable between these trannys. Inputs, output shafts, front nose cone, and rear housing are different but generally can be interchanged if you stay with in the family.

There are three "R" families;

86-91 early, simple, common, heavy design

92-95 upgraded syncrows, hubs, shift rods and linkage, smaller bearings, lighter gears

96-newer greater helix angles, upgraded syncrows, lighter bolts, reverse brake

The Jeep 86-00' AX15 would use the same bearings, syncrows, and gears within the same family as the Toyota boxes. I am not sure of the Isuzu production years, but would also be the same.

Remember that only the 86-87' 4x4 R151F 22R Turbo got the 4.31 1st gear. 2x4 22R Turbos, got the 3.83 1st, along with all other 4x4 R transmissions --- Toyota 3.0, 3.4 V6, Jeeps, and Isuzu's.

The lowest geared R is the 5.15 1st gear found in the R452 imported trans which also uses the same bearings, and syncrows.

The Jeep AX15 has a 10 spline American style input with a 5/8" pilot. I am currently converting a Jeep AX5 to a Toyota t-case

I have never had to opportunity to upgrade an AX15. This can be done but only to a 86-91 AX15. The longer coarse spline input and Jeep nose cone will swap right in. The AX15 bellhousing will also bolt up to the front of the R151F since both front housings are the same!

I send both Toyota and Jeep shafts to my drive line shop and have them put together."

Also, the question was asked (on another board) if the AX15 could be hooked up to Toyota transfer cases for crawling. According to Marlin, that's a go..

"I have put a Marlin dual case behind a AX5 [G54/58 Toyota] Jeep trans by changing the output shaft and tailhousing from a Toyota doner trans.

This can also be done to a AX15 [R150 Toyota].

The Jeep auto should also work as long as the output shaft and rear housing is changed from a Toyota trans.

In the past years, I used to get a lot of calls from Jeep owners wanting to go slow like the Toy trucks. Since I was so busy, I directed the calls to Mepco and Klune V."

And... as to WHY a longer input shaft can't just be swapped into an R151F:

"The problem is that the 4.31 and 5.15 trans were only available with the short, pre 96 input shaft. It is impossible to just replace the input gear only because it is so much smaller. It is so much smaller in diameter, that it would not even touch the front constant run teeth on the factory countershaft. To obtain the 5.15 ratio, the R452 uses the turbo first gear set, but a greater countershaft underdrive by decreasing the input gear diameter, and increasing the countershaft diameter. This combination will effect 1,2,3,5, and reverse ratios.

Marlin"
http://www.marlincrawler.com/

-------------------------------------------------------------------------

LATE EDIT

Swapability between input shafts

Examples of "Hybrid" transmissions. Mixing and matching AX15\R150 parts to get what works for you! A special thanks to Kiwipushrod on the Pirate 4X4 board for the following information.

http://www.pirate4x4.com/forum/showthread.php?t=667318

http://www.pirate4x4.com/forum/showthread.php?t=831289

http://www.pirate4x4.com/forum/showthread.php?t=881539

http://www.pirate4x4.com/forum/showthread.php?t=714909

http://www.pirate4x4.com/forum/showthread.php?t=662090

AX5/G54 Hybrid Transmission:

http://pirate4x4.com/forum/showthread.php?t=1004043

http://www.pirate4x4.com/forum/showp...&postcount=104

Greg
 

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Discussion Starter · #29 ·
I know this if for the A340 auto and not the AR5 but it's some really good info and should help with anyone that's looking to swap in another engine. Looks like the Aisin A340 was used in much the same fashion as the Aisin AR5. Main case is identical with changes being made to the bell housing and output cover.

Isuzu guru Dan Houlton at www.4x4wire.com has infomation regarding the swapping of bellhousings between Aisin automatic transmissions in Jeeps and Toyotas.

-------------------------------------------------------------------------

"A quick run-down.

The A340 is a very popular tranny in different variants. The key thing is that the main body is the same regardless of what manufacture is using it. Things like bell housings, torque converters, output shafts, tail housings and internal clutches, etc, are different depending on what it's in. *ALL* variances are handled in the bell and tail housing. i.e, something with a big, thick TC will account for that with a big, deep bell housing.

You can swap the bell housing that fits your motor, to an A340 from a different vehicle. This will let you physically bolt it up, but you'll need to account for electronics / TCM yourself. Hardware like the TCM and wiring harness may be very similar, or even the same between makes / models, but I'm unsure of that. The programming will certainly be vehicle specific though.

So...

A340H
This has a hydraulic t-case. Not sure what that means, but it is integral to the tranny. You need to pull the t-case apart to get to the bolts to remove it from the tranny.
This is what Isuzu used in the 2.6 Trooper. They called it the 30-80LE
Used by Toyota early on too.

A340E
2wd version of the A340. No t-case, just a 2wd tail housing. Probably different output shaft variants for different manufactures too.

A340F
Used specifically by Toyota I think starting around '94 or '95. This uses a mechanical, chain-drive t-case. If you want Marlin Crawlers, you can use this tranny, his parts/adapters, toy t-cases and whatever bell, TC, flexplate that will fit your motor.

Some are 21 spline outputs (early 4cyl maybe?). Most I think are 23 spline. If you've got parts already, this could be a good drivetrain. To buy all new though, for tranny (used) and a complete Marlin dual-tcase crawler setup with all the adapters need, the dual t-cases, 4.7's in one case, etc., you're looking at *at least* $2500. That's the main reason I didn't go this route, as I have *no* Toy parts starting out.

AW4
Jeep variant. Used a mechanical t-case, usually a NP-231. The tail housing is the common 6-bolt pattern though, so there's a ton of NP/NV t-cases that'll bolt up. Mine has a big sticker that says 30-40LE

It's also 21/23 spline. It seems the cutoff date is around '91. Before that, it was 21 or 23 depending on the engine. After that, they were all 23 spline.

These were used in a couple different models in different years I think. It's been the auto in nearly every Cherokee though. There's a ton of these out there and it's very cheap compared to a Toy A340F.

Note: According to Marlin, the Jeep 23 spline is *not* the same as the Toyota 23 spline. The shaft on the AW4 is about 1" - 1.5" longer than the Toy A340F, but I thought originally you could still use Marlin's adapters with an extra spacer. He says the shaft diameters are different though. Off by 30 thou or something. Spline pitch is probably different too.

AW4's also used 2 different OD ratios. Early ones were the typical .7:1 ratio. Again, don't know the cutoff, but by around '95 or so, all were using a shallower .75:1 OD. If you search the www.naxja.org forums for AW4, you'll find a ton of info on these.

Theres a bunch more too. The A343 was an upgraded A340. Can't remember specifics though on 2wd/4wd or vehicles. There is also a version behind some big, V8 luxo SUV that uses a much larger and deeper torque converter and a larger input shaft to account for it. That's the only variant that has a different input shaft that I can think of though.

So, in general, if your particular motor used one of these, you could obtain the bell housing, torque converter and flexplate for that motor/tranny combo, and bolt it to any other A340 variant. Use a Toy A340F to run Toy t-cases and Marlin crawlers. Use a Jeep AW4 for NV/NP t-cases, Klune-V's, Atlas II's, Dana 300, etc. "

--------------------

"Now, what's really cool about this (and is what pushed me over the edge finally) is the tidbit Jerry dropped that I mentioned earlier. The '03 or '04 Isuzu's now use the AW tranny again behind the 3.5. In doing so, they produced a new bellhousing to mate the two. This bell bolts to the 60 deg Chevy pattern in the 3.5 block. So, after my engine swap, I'll be able to get a bell housing from Isuzu that'll bolt this new drivetrain to my 4.9 Caddy motor. Will need to figure out a torque converter / flexplate for it, but that's a pretty minor issue I think.

This also means that it'll bolt to several engines (Isuzu 3.2/3.5, GM 2.8/3.1/3.4, Isuzu 2.3/2.6, Caddy V8's including the Northstar, the 3.5 Olds shortstar, GM supercharged 3800, multiple Toyota engines including the turbocharged Supra, the Tundra V8, and on and on), all with factory bell housings. These tranny's have a very good reputation for being strong and reliable. But, with big V8 power, a stock tranny may not last long and will need a HD re-build on it. Built this way, it does last behind 600 hp Supra's, and heavy, TRD supercharged 4-Runner/Tacoma/Tundra/Sequoia trucks as well. "

Dan Houlton
[email protected]

Links to Dans info and Supercharged Buick 3800 swap:

http://www.4x4wire.com/forums/showfl...fpart=all&vc=1

http://www.4x4wire.com/forums/showfl...fpart=all&vc=1
 

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Discussion Starter · #30 ·
Post #58 has a great picture of the different front cover for the different AR5's. Anyone have a picture of the front cover for the Isuzu AR5?
Scoll to the bottom

Post #62 has another good picture of the front covers. Unfortunately you can't see the Isuzu cover but you can see the GM MA5 cover. Post #63 shows the GM hydraulic throw out bearing. Not sure if this could be used in the Isuzu's
Second Post
 

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nasty610 said:
I know this if for the A340 auto and not the AR5 but it's some really good info and should help with anyone that's looking to swap in another engine. Looks like the Aisin A340 was used in much the same fashion as the Aisin AR5. Main case is identical with changes being made to the bell housing and output cover.

Isuzu guru Dan Houlton at http://www.4x4wire.com has infomation regarding the swapping of bellhousings between Aisin automatic transmissions in Jeeps and Toyotas.
HERE IS SOME MORE GOOD AISIN A SERIES AUTO TRANNYS, THE LATE AISIN VERSION OF THAT TRANS THAT ISUZU USED BEHIND THE 3.1 DLS'S AND MAY BE THE 2.8 THE DESL VERSION USES THE MANUAL TRANS FER CASE THAT IS ON THE 4L30. WE HAVE ONE IN GA TROOPERS 88 TROOPER , THAT HE INSTALLED WITH A SLIGHTLY MODIFIED CONVERTOR /STALL SPEED , REAR CROSS MEMEBER HAD TO BE CHANGED AND MO=VED BACK WARDS AND OF COURSE THE DRIVE LINES HAD TO BE MODIFIED BUT BILLY ENDED UP WITH A BONE STOCK LOOKING INTERIOR BY USING THE V6 4L30 CONSOLE , THE MANUAL T/CASE AND THE 3.1 LOW RANGE GEARS , WITH ABOUT A BULLET PROOF TRANS,

NOW THE BELL HOUSING THAT CAME FROM HIS TRANS WAS FOR THE 3.1 DSL. THAT BELL HOUSING IS NOW ON A STANDARD AW 30=80LE IN AN 89 TROOPER , THAT IS THE STOCK 89 TROOPER TRANS WITH THE HYDRAULIC T/CASE ,BEHIND THE 3.1 DSL ENG .

OTHER INFO THE STOCK TORQUE BOLT CIRCLE FOR THE AW 30 TRANS IS THE EXACT SAME AS THE 4L30 TRANS , TAD HERE ON THE PLANET USED THE AW30=80 LE IN HIS 94 TROOPER BY USING THE BELL HOUSING FROM THE 04 RODEO AISIN TRANS AND THE EARLY TROOPER AUTO, AND ALL PRETTY MUCH BOLTED RIGHT UP. JERRY
-------------------------------------------------------------------------

"A quick run-down.

The A340 is a very popular tranny in different variants. The key thing is that the main body is the same regardless of what manufacture is using it. Things like bell housings, torque converters, output shafts, tail housings and internal clutches, etc, are different depending on what it's in. *ALL* variances are handled in the bell and tail housing. i.e, something with a big, thick TC will account for that with a big, deep bell housing.

You can swap the bell housing that fits your motor, to an A340 from a different vehicle. This will let you physically bolt it up, but you'll need to account for electronics / TCM yourself. Hardware like the TCM and wiring harness may be very similar, or even the same between makes / models, but I'm unsure of that. The programming will certainly be vehicle specific though.

So...

A340H
This has a hydraulic t-case. Not sure what that means, but it is integral to the tranny. You need to pull the t-case apart to get to the bolts to remove it from the tranny.
This is what Isuzu used in the 2.6 Trooper. They called it the 30-80LE
Used by Toyota early on too.

A340E
2wd version of the A340. No t-case, just a 2wd tail housing. Probably different output shaft variants for different manufactures too.

A340F
Used specifically by Toyota I think starting around '94 or '95. This uses a mechanical, chain-drive t-case. If you want Marlin Crawlers, you can use this tranny, his parts/adapters, toy t-cases and whatever bell, TC, flexplate that will fit your motor.

Some are 21 spline outputs (early 4cyl maybe?). Most I think are 23 spline. If you've got parts already, this could be a good drivetrain. To buy all new though, for tranny (used) and a complete Marlin dual-tcase crawler setup with all the adapters need, the dual t-cases, 4.7's in one case, etc., you're looking at *at least* $2500. That's the main reason I didn't go this route, as I have *no* Toy parts starting out.

AW4
Jeep variant. Used a mechanical t-case, usually a NP-231. The tail housing is the common 6-bolt pattern though, so there's a ton of NP/NV t-cases that'll bolt up. Mine has a big sticker that says 30-40LE

It's also 21/23 spline. It seems the cutoff date is around '91. Before that, it was 21 or 23 depending on the engine. After that, they were all 23 spline.

These were used in a couple different models in different years I think. It's been the auto in nearly every Cherokee though. There's a ton of these out there and it's very cheap compared to a Toy A340F.

Note: According to Marlin, the Jeep 23 spline is *not* the same as the Toyota 23 spline. The shaft on the AW4 is about 1" - 1.5" longer than the Toy A340F, but I thought originally you could still use Marlin's adapters with an extra spacer. He says the shaft diameters are different though. Off by 30 thou or something. Spline pitch is probably different too.

AW4's also used 2 different OD ratios. Early ones were the typical .7:1 ratio. Again, don't know the cutoff, but by around '95 or so, all were using a shallower .75:1 OD. If you search the http://www.naxja.org forums for AW4, you'll find a ton of info on these.

Theres a bunch more too. The A343 was an upgraded A340. Can't remember specifics though on 2wd/4wd or vehicles. There is also a version behind some big, V8 luxo SUV that uses a much larger and deeper torque converter and a larger input shaft to account for it. That's the only variant that has a different input shaft that I can think of though.

So, in general, if your particular motor used one of these, you could obtain the bell housing, torque converter and flexplate for that motor/tranny combo, and bolt it to any other A340 variant. Use a Toy A340F to run Toy t-cases and Marlin crawlers. Use a Jeep AW4 for NV/NP t-cases, Klune-V's, Atlas II's, Dana 300, etc. "

--------------------

"Now, what's really cool about this (and is what pushed me over the edge finally) is the tidbit Jerry dropped that I mentioned earlier. The '03 or '04 Isuzu's now use the AW tranny again behind the 3.5. In doing so, they produced a new bellhousing to mate the two. This bell bolts to the 60 deg Chevy pattern in the 3.5 block. So, after my engine swap, I'll be able to get a bell housing from Isuzu that'll bolt this new drivetrain to my 4.9 Caddy motor. Will need to figure out a torque converter / flexplate for it, but that's a pretty minor issue I think.

This also means that it'll bolt to several engines (Isuzu 3.2/3.5, GM 2.8/3.1/3.4, Isuzu 2.3/2.6, Caddy V8's including the Northstar, the 3.5 Olds shortstar, GM supercharged 3800, multiple Toyota engines including the turbocharged Supra, the Tundra V8, and on and on), all with factory bell housings. These tranny's have a very good reputation for being strong and reliable. But, with big V8 power, a stock tranny may not last long and will need a HD re-build on it. Built this way, it does last behind 600 hp Supra's, and heavy, TRD supercharged 4-Runner/Tacoma/Tundra/Sequoia trucks as well. "

Dan Houlton
[email protected]

Links to Dans info and Supercharged Buick 3800 swap:

http://www.4x4wire.com/forums/showfl...fpart=all&vc=1

http://www.4x4wire.com/forums/showfl...fpart=all&vc=1
 

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Med!c said:
24 spline count with a 1" shaft.
While I was at Jerry's barn the other day, he had an AR5 and we pulled off the tcase took a pic and I counted the output splines:

They are not 24 - they are 27.


I've also been chatting with mtman about his AR5 swap on his trooper which had an Auto 4L30.
There is another guy who did similar on the Vehicross. Can't remember where its posted right now, either the VX forums or here somewhere...

As you know the vehicross only had the 4L30 in it and getting a AR5 5 speed in is quite a job but an easier swap than other manual boxes since the lengths are the same
The 4L30, according to Jerry and I seen it first hand, has an adapter that makes the rear output bolt pattern the same as the AR5 so you can put the same tCase on it.
The newer cases were chain drive but he said it would be best to grab a 92-95 gear case from the back of an 4L30 and bolt that on there.
The distance from the bellhousing to the front output of the tCase is just shy of 27" which will be way better than my Mua5 which is around 20-21".
 

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Wanted to update this thread.
So the AR5 has a 27 spline output - beefier than the 23 splined output much sought after for the Toyota output to single or dual cases.
Isuzu overkill here again. But we were curious if the 27 spline was same pitch and cut as the GM or Chrysler pattern.
The 27 spline output from the AR5 is the same as the Isuzu 4L30 auto output. But does it match the 4L60 output, which is used in so many other applications with Dana 300 combinations or 700r4 to NP231 or 241's.....?
Jerry said he was pretty sure it was and I can confirm: (this is a jeep xj drive shaft, which is same as the GM pattern too)

But this doesn't solve the challenge of mating a dana 300 to our AR5 or the 4L30. You would need to come up with a custom adapter plate and input/output would need to be connected via a spud shaft which negates the matching splines. I'm sure you could fab up a thinner adapter and connect a 300 to it but might end up not touching enough of the shaft, at the expense of strength.

good tech though.
 

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Spicer has a book that crosses everything over but they won't share that knowledge ... When I was swapping my 44 gears to the xj gears I found a few of those goodies out ... The early Isuzu tcase with the slip yoke is also the same spline which means you can plug any spicer yoke into them as well ...
 

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Forgot I had talked to Jerry about this awhile back. He said that a 98 or later trooper with the 3.5 and the AR5 trans, has the removable bell housing that will fit a Toy trans. The part number for that bell housing is 897185-5610

He did not know the Toy trans that would fit behind. I am going to guess that the Toy trans in question would be the R150F and R151F.

So as I am seeing it there are a couple "easy" options.

1. Troop bell housing + R series Toy f trans + Toy tcases

2. Troop AR5 + back Toy trans cover + Toy tcases

3. above options + other tcase that will mate to the back end of a Toy bolt pattern. (Would need to do more research but know Toy guys run other cases behind their Trans)

4. 2wd Isuzu trans with divorced tcase setup.

Correct me if I am making this too simple. I am going to do some more research and can hopefully pull together different years models for everything to list out.
 

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yes and we've all covered this before and its on pirate and a few other boards.
The main differences that need to be accounted for are the fact that the Input shaft has to be swapped to fit the length of the bell housing.
I do not recall what clutch was used after the swap was done though. I can find out if needed.

I do know a few people here who have done both the turbo r150 and the taco r151 box input swaps.
lot of work to change out but you get crawl box options behind it and Toyota support, instead of the dying isuzu support.
:)
 

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I'm only somewhat loosely following this, as it got super dense in the middle with ratios and splines (and I got bored)

but I can machine you an adapter plate if you can get me somewhat spec drawings.
 

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Discussion Starter · #40 ·
Fox said:
I'm only somewhat loosely following this, as it got super dense in the middle with ratios and splines (and I got bored)

but I can machine you an adapter plate if you can get me somewhat spec drawings.
There's no adapter needed. You must have got bored at the part that covers which bell housing to use to bolt a given transmission to the engine you have. Essentially using one of the bell housings listed you can bolt an AR5, R-series or AX15 to pretty much any engine out there. Just need to take measurements first to figure out which input shaft length is needed for your application.
 
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