FJ80 Auto

70 Series Land Cruiser Information:

FZJ7# manufactured from August 1992 on powered by the 6-cylinder 4.5 ltr EFI petrol engine. The transmission a 5-speed manual. The transfer case type HF1A (part time FWD).

The 2002 78 series fitted with the turbo charged 4.2 ltr diesel. The transmission a 5-speed manual. The transfer case type HF1A (part time FWD).

80 Series Land Cruiser Information:

FJ80 manufactured from January 1990 to August 1992 powered by the 6-cylinder 4 litre 3F or 3F-E, petrol engine. The transmission a 5-speed manual or a 4-speed automatic, with a lockup torque converter. The transfer case type HF2A (full time FWD).

FZJ80 manufactured from August 1992 to 1998 powered by the 6-cylinder 4.5 ltr EFI petrol engine. The transmission a 5-speed manual or a 4-speed automatic, with a lockup torque converter. The transfer case type HF2A (full time FWD).

HZJ80 manufactured from May 1990 to 1998 powered by the 6-cylinder 4.2 ltr diesel engine. The transmission a 5-speed manual. The 4-speed automatic, with a lockup torque converter was not an option with this engine. The transfer case type HF1A (part time 4WD).

HDJ80 manufactured from May 1990 to 1998 powered by the 6-cylinder 4.2 ltr turbo charged diesel engine. The transmission a 5-speed manual or a 4-speed automatic, with a lockup torque converter. The transfer case type HF2A (full time FWD).

100 Series information

Australian Emission Requirements

To comply with Australian emission laws the new engine must have been manufactured the same year or later than the vehicle. The engine must also have all of the emission components connected, including the catalytic converter. In this instance the engine must also be run on unleaded fuel or LPG. An older engine can be fitted providing it's run only on LPG fuel.

In Australia, an engineer's report is required after the conversion has been completed. Contact your local RTA office for a list of engineers.

Kits are available to fit the GM TH700R4, 4L60E and the 4L80E 4-speed automatic transmissions to all 80 series Land Cruiser transfer cases. Any of these GM Automatic Transmissions can be fitted with V8 Engines such as:

Holden Petrol V8 Engines including the 304 C.I., 308 C.I. and 350 C.I. engine used the TH700R4 and the 4L60E transmissions.

Chevy Petrol V8 Engines including the 305 C.I., 350 C.I., and 454 C.I. engine used the TH700R4 the 4L60E and the 4L80E transmissions.

Chevy Diesel V8 Engines including the 380 C.I. (6.2 LTR) and 400 C.I. (6.5 LTR) engine used the TH700R4 and the 4L80E transmissions.

TH700R-4, 4L60-E & 4L80-E

Automatic Transmission Information

The TH700R4, 4L60E, and 4L80E are GM 4-speed overdrive automatic transmissions. GM released the 700R4's around 1982. Unfortunately the transmission developed a bad reputation, as early models were prone to failures. The 700R-4's where redesigned by GM in 1985 and a larger sprag was introduced in 1987.
All of the 700R-4 automatic transmissions that were fitted to the Holden Commodore are of the later model design.

The standard GM TH700R4 will bolt up to all Chevy V8 engines including the Turbo pattern Holden 304 C.I., 308 C.I., and the 350 C.I. engine. The TH700R4 was manufactured with various bellhousing bolt patterns, they were fitted to Buick, Oldsmobile, Pontiac V6 and V8 engines.

NOTE: The bellhousing and transmission case is all one piece.

If you intend using a 308 C.I. Holden V8 with a Trimatic bolt pattern you will need to adapt the automatic transmission to the engine with another adaptor plate, they are generally available from any speed shop.

The 4L60E transmission is physically the same as the TH700R4 the difference is the 4L60E is an electronic transmission. The Engine Management Computer controls the transmission gearshift points and torque converter clutch.

In 1998/99 the 4L60E was released with a 6-bolt rear extension housing. For this reason, this transmission requires a different conversion kit.

The V6 Holden Commodore was also fitted with the TH700R4 and 4L60E transmissions. The V6 version of this transmission has a different bolt pattern than the V8 version. Therefore it will only fit a Commodore V6 engine.

The TH700R4 is an excellent automatic transmission in a 4WD vehicle as it features a low 1st gear, lower than any other GM automatic. It also features an overdrive top gear, which is ideal for highway cruising.

The 700R4 and 4L60E has an overall case length of 594 mm/23.4".

The 4L60E six bolt has an overall case length of 553 mm/21.8".

The TH700R4 and 4L60E have the following gear ratios:

1st 3.06:1

2nd 1.62:1

3rd 1.00:1

4th 0.70:1

The 4L80E transmission is similar in strength to the old TH400 3-speed with the addition of an overdrive 4^th gear. This transmission is electronically controlled.

The 4L80E has an overall case length of 661 mm/26".

The 4L80E has the following gear ratios:

1st 2.48:1

2nd 1.48:1

3rd 1.00:1

4th 0.75:1

Kits to replace the Land Cruiser 5-speed manual.

TH700R4, 4L60E and 4L60E/6

The kit is designed to use a GM transmission from a 2WD vehicle. The 4WD version has a short output shaft and can not be used unless you replace the output shaft with one from a 2WD version.

The overall length of the GM transmission and the adaptor is the same as the original Land Cruiser 5-speed gearbox when fitted with either of our MFK1060, MFK1045 or MFK1260 Chevy V8 to manual transmission kits.

When using a 4L60E six-bolt transmission an additional adaptor housing is required this adaptor is supplied in the kit and converts the six bolt pattern back to the four bolt TH700/4L60E pattern. The new adaptor also extends the 4L60E/6 transmission length, making it the same length as the TH700/4L60E transmissions.

The automatic transmission main output shaft drives the transfer case through the new transfer case, input shaft supplied in the kit.

The transfer case will need to be disassembled to fit the new input shaft supplied in the kit.

The automatic transmission main output shaft is retained therefore, the transmission will not require disassembly. However the shaft will need to be cut down to fit into the new transfer case input shaft. NOTE: The new transfer case input shaft supplied in the kit does not have a spline for PTO option.

The adaptor housing is machined to accept the 80/100 series HF2A transmission mounting rubber. The cross member mounting holes may need slotting to allow it to move rearward slightly. This modification may or may not be required, depending on the engine being fitted.

The hi-low 4WD-lever housing is simply bolted to the top of the new adaptor housing and emerges through the original hole in the transmission tunnel.