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Found 3 results

  1. I am running a 97 4runner in the golden state and after a quarter million miles of abuse it is time to 'refresh' the motive systems. My desire is to get a diesel clip from a surf model and make the changes, but CA has it in their mind to save the planet one obstruction at a time. After a lot of ping pong between the DMV and the CARB I still don't have anything to substantiate just what requirements I have to meet to complete the registration. (beyond move to Arizona.) A couple post from Moses lends to a suspicion that there may be some real documentation somewhere. So I am putting out a plea to anyone who has been, or knows someone who has been, or may be in a similar situation, and has the chapter and verse if this can be done in California. Thanks in advance! Bill
  2. I just recently purchased this project that sat for 12 years, motor was never installed... the major problem for me personally is to make this project CA smog legal and get the referee to sign off on it. I think I have most of the smog stuff, cats, smog pump, vacuum switches, hoses, tank canister, lines. After compiling huge amounts of research info on engine wiring, emissions, their has got to be a easier solution then to hunt and peck to piece the mustang motor to computer and adapt to Toyota, any suggestions for documentation including your own books would be great. *Thought about using wiring harnesses from painless wiring or Ford performance but they do not support emissions. *So far I have cut the frame to make room for the exhaust to clear the frame rails and boxed and reinforced it. *Installed special pilot bearing to except new input shaft, bell housing, stock Ford pressure plate, 11" centerforce clutch, stock throughout bearing, changed out the 1 1\4 10 spline HD Dodge NV4500 trans input and retainer to a 1 1/8" 10 spline shaft and retainer, and readapted using AA adapter to Marlin Crawler dual t-case set up. *Cut out trans tunnel area additionally to better except the tcase and trans. *Cut out the rear inner front fenders to except larger tires *will cut rear fenders next *dry fit engine and trans and tcase, TOO heavy and tall for the front end loader of tractor to install, separated trans from motor and wanted to lower engine 2" than aftermarket engine mounts would allow, but not enough clearance for hydraulic clutch slave cylinder set up, (what is the lowest angle that the trans motor can sit, obviously tilting engine down in back to clear tunnel)? *What angle to install front shocks, have to cycle front end to find end travel point, make and install bump stops, then go from there (front shocks have 12" total travel) *fuel tank - going to attempt to use the original EFI tank and put a electric fuel pump in line and possibly wire up stock in tank pump to pull fuel from pump to new in line pump. (note: someone suggested to put a 1 gallon reserve tank in engine compartment or under fender area to hold fuel pumped by stock pump and plumb high pressure pump to supply fuel to motor (this was suggested to prevent fuel starvation when going over steep inclines (but do not know if referee will pass this design) *need to install engine and drive train front winch, seats to see how rig will sit, I wanted to keep low center of gravity, but cannot lower engine any more, cannot use a lower body lift because of clearances, so may end up remove some leaf springs? MORE TO COME with pictures. Parts already have: *Toyota front axle with 1 ton outers, brakes and axles, ARB and 5.29 gears *Toyota rear axle with 1 ton brakes, axles, bearings ARB and 5.29 gears *1995 5.0 mustang motor, CARB approved headers, 92 wire harness and A9P computer *New NV4500 5 speed, just install the smaller 1 1/8" 10 spline input shaft and retainer collar *Marlin Crawler dual transfer cases *Tom Woods drive shafts *2.0 Fox reservoir shocks (12" front, 14" rear) *front springs 9 leafs with orbital front and rear balls military wrap grease able *rear springs 1 leafs with orbital front and rear balls military wrap grease able 1.5" body lift Pete
  3. Toyota entered the U.S. truck market with the Stout pickup in the mid-'sixties, a truck with an identity crisis...U.S. trucks were large and mostly V-8 powered, and the Stout limped into the picture with a scaled down chassis and four-cylinder engine. Great for a 2nd or 3rd World hauler, ill-suited for the recently completed, high speed interstate highway system in America. The Stout was remarkably well-built, truly a benchmark for Toyota. In the U.S.A., the Stout's largest success is its current collectibility as an iconic, cult classic—like many of the Japanese motorcycles from that era. Then the first Energy Crisis hit, and fuel efficient trucks were in short supply. Ford rapidly turned to Mazda's Courier, G.M. partnered with Isuzu's Chevrolet LUV and Chrysler turned to Mitsubishi. Toyota simply pressed sales of its rugged Hi-Lux pickup. That lightweight, 4-cylinder Hi-Lux model became legendary in short order. Toyota mini-trucks, especially after the 1979 introduction of the 4WD models with beam front and rear axles, established themselves as the most reliable, durable, longest lasting and certainly fuel efficient trucks in the industry. Earning a cult following, modified 1979-85 Toyota 20R and 22R/RE powered 4x4 trucks still ply the Rubicon Trail, demonstrating the worth of these scale versions of the FJ Land Cruisers! It was quite natural to include these Toyota trucks in my Toyota Truck & Land Cruiser Owner's Bible (Bentley Publshers)! The 4Runner launched on the mini-truck platform. I was working for Rose Toyota at San Diego when it did. By the mid-'eighties, the heftier 4Runner and consumer demand for performance encouraged Toyota's first V-6 offering. The mini-truck and 4Runner put on weight and size, now possible with the added power. Note: A tribute to the indestructible nature of the inline four-cylinder 22R engine design: its ability to lug around a mid-'eighties phenomenon, the aftermarket Toyota camper/motorhome that required dual rear wheels! The remaining camper/motorhomes are still seen crawling up grades in the U.S.A. This is a remarkable testament, tribute to one of the best engine designs, especially for its size, in automotive history. Toyota has never rushed to market with a model, especially within its truck lines. The Tacoma eventually replaced the mini-pickup, offering modern powertrains, body styling, improved ergonomics and chassis/handling. However, a full-size V-8 contender remained a consumer wish-thought in the U.S. and other Toyota markets. Finally, the Tundra came to life as Toyota would have it: a solid, reliable and rugged pickup—just what buyers expect from Toyota! This forum is a celebration of all things "Toyota truck". From technology and projects to sharing experiences and restoration tips, Toyota owners have one distinct thing in common—valuing Toyota trucks!—Moses Ludel
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