|
1979 -1995 Toyota Pickup and 4Runner
Application Information
From 1979 to
1995 Toyota used at least 12 different
individual transfer case in Pickups and
4Runners. In choosing a Trail-Creeper
replacement transfer case it is important to
understand the differences between the cases
and how to choose the correct case for your
application.
 Gear
drive vs Chain drive:
Transfer cases that use a chain to connect
the front drive are called "chain drive"
style transfer cases. Transfer cases that do
not have a chain and use direct gear contact
are called "gear drive" transfer cases.
Transfer cases installed into trucks with
automatic transmission, and/or V6 engines
are usually chain drive style. Some later
model 4Runners with a manual transmission
and a w58 transmission also have a chain
drive case. Determining if a transfer case
is chain or gear driven within this year
range is easy to do by looking at the rear
cover of the case and counting the number of
bolts holding the cover in place. If the
cover has 7 bolts (as shown in photo) it is
a gear driven case. If the rear cover has 5
bolts then it is a chain drive style case.
At this time Trail-Gear does not support any
of the chain drive applications.
Top shift vs
Forward shift:
Gear driven transfer cases that have their
shifter come up out of the top of the
transfer case are known as "top shift" style
transfer cases. Some transfer cases have a
block off plate installed on the top hole
and are shifted via shift trails and a shift
lever located at the rear of the
transmission. This style of transfer case is
known as a "forward shift" transfer case.
The rear case
of a dual transfer case assembly must always
be a top shift style case, otherwise it
would not be possible to shift the rear
reduction housing or 2wd/4wd sections. The
front reduction section of a dual transfer
case can be either a top shift or forward
shift style. Normally a forward shift case
is used with a forward shift transmission.
Toyota uses two different reach shift forks,
4.5" and 4.0". It is important to have the
correct shift forks for the transmission
used or the transfer case shifter will not
work correctly.
21 or 23
spline:
All 1986-1987 turbo applications use 23
spline gears between the transmission and
the transfer case. All other gear driven
applications in this year range use 21
spline gears. The difference between these
gears is that the 23 spline parts are a
little larger and thus stronger than the 21
spline parts.
If you are
installing a dual case into a vehicle that
has a 23 spline output transmission (such as
a turbo or V6) it is recommended that you
use a 23 spline dual case adapter and a 23
spline rear case input gear.
On
applications that use a transmission with a
21 spline output you must use a 21 spline
input gear on the front reduction housing of
a dual case setup. On this application it is
possible to use 21 or 23 spline gears
between the front and rear reduction
sections. If a 21 spline input gear is used
on the rear reduction unit than a 21 spline
coupler mused be used on the dual adapter.
Likewise if a 23 spline input gear is used
on the rear reduction unit than a 23 spline
coupler mused be used on the dual adapter.
We strongly
recommend that 23 spline components be used
between the front and rear reduction units
on all dual transfer case assemblies. The 23
spline hardware is stronger than the 21
spline. This is not a problem at the
interface between the transmission and the
transfer case with a stock or mildly built
4cyl motor. As engine power is delivered
through the first transfer case into the
second case the torque is multiplied by a
factor of 2.28 when the transfer case is in
low range. When both reduction sections of a
dual transfer case are engaged there is 2.28
times as much more torque placed on the rear
input gear/coupler as compared to the front
input gear/coupler.
1979-1995 Gear Driven
Toyota Transfer Case Applications
|
Year |
Body |
Motor |
Shift Style |
Spline |
Speedo Sender |
|
79 - 7/83 |
Pickup |
Carb 4cyl |
Top Shift |
21 |
Mechanical |
|
8/83 - 8/88 |
Pickup/4Runner |
Carb 4cyl |
4.5" Forward Shift |
21 |
Mechanical |
|
85 - 88 |
Pickup |
EFI 4Cyl |
Top Shift |
21 |
Mechanical |
|
85 - 89 |
4Runner |
EFI 4Cyl |
Top Shift |
21 |
Mechanical |
|
86 - 87 |
Pickup/4Runner |
Turbo 4Cyl |
4.5" Forward Shift |
23 |
Mechanical |
|
89-91 |
Pickup |
EFI 4Cyl |
4.0" Forward Shift |
21 |
Mechanical |
|
90 - 91 |
4Runner |
EFI 4Cyl |
4.0" Forward Shift |
21 |
Mechanical |
|
92 - 95 |
Pickup |
EFI 4Cyl |
4.0" Forward Shift |
21 |
Electronic |
|
92 - 93 |
4Runner |
EFI 4Cyl |
4.0" Forward Shift |
21 |
Electronic |
If you have
additional questions regarding transfer case
applications or installation please call us.
Core Charges:
There is a
$200 core charge on single and dual TrailCreeper
transfer case units.
There is no core charge for crawl box units. Transfer case prices
listed above include the core charge as part
of the price. Upon returning your used core
case, you will be issued a company check for
for core amount after the unit is inspected.
Dissembled cores are not acceptable. Damaged
gears and bearings are acceptable. Damaged
housings sections are not acceptable. Cores
should be complete, assembled and in rebuildable condition.
Please include a copy of your invoice with
core.
Customer is responsible for shipping costs
of core return.
Transfer Case Oil:
Transfer cases are shipped without oil.
Cases should be filled with
80-90wt GL5 gear oil. A single transfer case
uses approximately 2 quarts of oil. A dual
transfer case uses approximately 3 quarts of
oil. Both single and dual units can be
filled from the rear fill plug shown in the
photo. If filling your transfer case for the
first time check the fluid level after a
short drive. Fluid level should be even with
the fill plug opening. Fluid should be
changed after 1,000 miles and then every
30,000 miles there after. Synthetic oil can
be used and will reduce friction and
internal wear.
Shift levers
are not included with transfer case sales.
|
