Marks 4WD Adaptors manufacture a GM automatic transmission kit to fit to the transfer case from a manual model and some automatic models. The transfer case in some automatic models is an integral part of the automatic transmission, this model can not be adapted. For this reason we suggest using the chain driven type found in 4 cylinder models.

Please also note the V6 model engine and automatic/transfer case are positioned further forward than the 4 cylinder version. The 4 cylinder crossmember and drive shafts should be used.

No kit is available to fit the Commodore V6 engine to the factory Toyota automatic transmission.

The 3.8Ltr V6 engine bolt pattern is illustrated.

The bellhousing adaptor bolts to the original Toyota V6 bellhousing and has the Commodore V6 bolt pattern on the front.

Because the Toyota bellhousing is used, the clutch fork, slave cylinder and original thrust bearing carrier are used. A new thrust bearing carrier and thrust bearing are supplied with the kit.

The clutch is coupled to the gearbox by a special gearbox input extension shaft. It has the GM spigot diameter with external spline on the engine end and Toyota spigot diameter with internal spline on the gearbox end.

The housing allows the standard V6 GM clutch pressure plate with a V8 clutch disc to be used on the V6 flywheel. The V8 clutch disc provides less clutch shudder due to the clutch plate having stronger centre springs.

The new left and right chassis brackets fit to the original 4-Runner mounting rubbers. The mounting rubbers then fit to the new engine bracket adaptors, they then bolt to the standard GM engine brackets. This design allows the standard GM air conditioning compressor to be used if required.

The Toyota radiator is large enough to keep the Commodore engine cool.

The standard Commodore V6 sump cannot be used as it will not clear the front differential or steering linkages. Marks 4WD Adaptors manufacture a replacement V6 Commodore sump. This sump/oil pan is designed to clear the front differential and steering linkages. The sump also comes with a new pick up tube.

Commodore VR, VS and VT engine management computers require a stream of data to be sent to them from the body control module prior to starting the engine. This is part of the vehicles anti theft system, unfortunately the system can not be used in the 4WD application. The stream of data required by the ECM is a special one off code, this makes it very hard to duplicate. Fortunately the input to the ECM can be switched off by changing the program information in the mem-cal. Marks 4WD Adaptors can supply mem-cals on an exchange or out right basis.

You will need to obtain the following components.

The Commodore V6 engine, complete with the main engine wiring harness, the ECM/PCM computer and mem-cal. Other accessories such as the map sensor, purge canister, air cleaner and ducting, air conditioning compressor and power steering pump, engine pipes and catalytic converter.

If you intend fitting the Commodore V6 you must make sure that the engine you obtain was fitted with a manual transmission.

The series one engines have two crankshaft bolt patterns and starter motor types, the manual transmission type and the automatic transmission type. For this reason they are not interchangeable.

However series two and later engines have the same crankshaft so they can be converted from automatic to manual by fitting a flywheel and changing the mem-cal. This only applies to VN and VP engines, VR and later engines have different computers and wiring looms for automatic and manual.

The engine should also have the driver side engine mount rubber and bracket.