Topic: W56 behind 1JZ-GTE

[yalakom]

Folks,

I have an '86 2WD pickup that's been turned into a 4x4 ('85 solid front axle) and has a 1JZ-GTE in place of the 22-RE.  Behind the engine is a W56.  Diffs have been replaced with V6 units.

Everyone says the W56 is weak and won't take the power of the 1JZ.  Still, it's what I've got and it seems to work so far.  I could have installed an R-series transmission, but wanted the lower 1st gear for wheelin' and the W56 was easy to find.

So, I'm curious...in case my luck changes and the tranny pukes, can the W56 be rebuilt to take the 300 hp?  If not, can the R series gear ratios be changed so as to have a lower 1st gear?  Doesn't the R-series need some kind of adapter for a gear-driven T-case...or maybe it's the shafts that need swapping?

Wondering,

R

[redneckcustoms13]

You can get a r151f. It has a low 1st gear, a gear driven case  also was the oe for a 22rte.

[BigMike]

Hello yalakom,

Transmission strength has been discussed before... Quick search brought up transmission strength question (reply #5) and 3RZFE to G52?? (reply #2).

One of the best examples for the W-series is the dealer-equipped supercharger option of the 2.7-liter 3RZ-FE 4cyl powered 1st gen Tacoma. This does not void the drivetrain warranty and promises torque in the 240 lb-ft range in a vehicle heavier than yours.

I could have installed an R-series transmission, but wanted the lower 1st gear for wheelin' and the W56 was easy to find.

redneckcustoms13 is correct.

Year	Application	Engine	Model	1st gear
1986-1987	Hilux Pickup/4Runner	2.4-liter 22R-TE	R151F	4.31:1
1988-1995	Hilux Pickup/4Runner	3.0-liter 3VZ-E	R150F	3.83:1
1993-1994	T100	3.0-liter 3VZ-E	R150F	3.83:1
1995-1998	T100	3.4-liter 5VZ-FE	R150F	3.83:1
1995-2004	Tacoma/4Runner	3.4-liter 5VZ-FE	R150F	3.83:1
2000-2004	Tundra	3.4-liter 5VZ-FE	R150F	3.83:1

The R151F was only used for 2 years and of those the Turbocharged models were of the minority built. They are very difficult to find. For this reason selecting the 3.95:1 W-series wasn't such a bad choice...

can the W56 be rebuilt to take the 300 hp?

...well this depends on how much torque you're outputting and at what RPM. One good thing going for you is that you are using a car engine, and not only that, but one with a wide-valve angle 'G' type cylinder head, which, back in the day was optimized and believed necessary for high RPM output. (Nowadays narrow valve angles are outflowing the wide valve angle designs of yesteryear.) Further, this is an older Turbo engine design which requires time to spool (i.e. no twin entry or variable geometry and/or intake runner length or similar turbo spool enhancing technologies) thereby raising the peak torque power band well above that of a truck engine.

We never got the 1JZ-GTE in the U.S. of A. According to the Wiki, it is rated for 268 lb-ft at 4,800 RPM. In comparison, the Supercharged 3RZ-FE should hit it's peak torque of ~240 lb-ft closer to 4K RPM, and when we compare power bands, the 1JZ-GTE won't have much usable torque under 4K whereas the 3RZ-FE will have probably 80% of it's torque available almost as early as 3K RPM.

One bad thing going for you is that the 1JZ-GTE is an inline engine which, compared to V-configured engines of similar bore/stroke/compression, typically develop more bottom end torque. As mentioned, fortunately this is being offset by 1) the "G" cylinder head optimized for higher RPM power, and 2) turbos are slow (lag) to develop positive manifold pressure.

Remember bearings and gears have a higher dynamic torque rating than static, so static torque loading is more damaging to a drivetrain than dynamic. So whenever we can get parts spinning before the torque comes in, the more durable they are and a longer life should be expected. This isn't to say "ohh so if I clutch dump at a higher RPM then it's better" as revving in neutral the transmission output shaft is at zero RPM What it means is that a car engine tends to be less damaging to drivetrain parts than a truck engine that is designed for higher torque at lower RPMs.

Really the question that begs to be asked is why would one choose to run the 1JZ-GTE at stock boost when there are plenty of better even normally aspirated options in a truck than this, so..................how much do you plan to turn up the boost? That is what's important to the W56 concern as even in stock form the 1JZ-GTE is pushing it's limits. Again, for the sake of a work truck, at least the 1JZ-GTE is a "wimpy car engine". From your concern and desire for a low(er) 1st gear I'd like to assume you've actual plans of a more than moderate Rock Crawler...........but then why a car engine for a Rock Crawler.........with only 8.5:1 compression..........and worse one with a snail attached to it's exhaust manifold...........

can the R series gear ratios be changed so as to have a lower 1st gear?

Yes, however you'd have to change both the input & counter shafts which would change gear ratios 1-3. You cannot simply change first gear. You'd be doing this by finding a donor R151F which as mentioned is difficult to find.

Doesn't the R-series need some kind of adapter for a gear-driven T-case

Only the R150F. See https://www.marlincrawler.com/transfer-case/line-ups/transmission-to-transfer-case-adapters The R151F is native to the RF1A gear drive t/case.

Regards,
BigMike

[yalakom [OP]]

Thanks BigMike and redneck...

Yes, the R151F would have been the ideal candidate...but is as rare as hen's teeth, as you know.  Perhaps I'll consider an R150 in the future, along with a low-range gear set for the transfer case as an option for lower gearing in the slow stuff.

Why the 1JZ?  Because it was already swapped into the truck by a P/O. 

Would a different engine be better for rock crawling?  Absolutely, If I wanted to build a crawler, I'd have stuck with a 22-RE or swapped in a 3RZ or a Toyota, VW or Mercedes diesel.  But I don't plan on rock crawling.  This truck is a multi-tasker...built for daily use on paved highways, gnarly B.C. logging roads, hard-pack backroads filled with pot-holes and washboard, etc. 

I'm aware that car engines and truck engines are designed with different torque and horsepower curves.  I don't need mountains of torque at rock-bottom rpms for what I do...and I don't mind the extra zip on the highway or the raspy note of a healthy inline six.  I've had my share of muscle cars and hot rods in the day, so the kid in me likes the power.

You don't have to like the 1JZ, BigMike, but I don't mind it at all.


Cheers...

[BigMike]

While I have my favorites, as a Toyota enthusiast I cannot possible dislike the JZ-family. In fact the highest amount of horsepower our H.D. R-series transmission has experienced on record without failure (yet) is during a 1,240 horsepower dyno run of a 1.5JZ-GTE running an 82mm turbo. (I say 'yet' because our transmission will blow up.) Our success behind JZ engines without a doubt helps us sell transmissions to the drifter crowd.

What I don't understand thus far is if your truck is not a dedicated Rock Crawler, then why would a 4cyl transmission with only a 3% lower 1st gear ratio dictate it's preference over one much better suited for a 6cyl engine?

As for extra zip and raspy notes of high revving performance engines, my daily driver is a 1.59-liter Supercharged 2,300 lb Toyota MR2 with a 6-speed Lotus Exige transmission that currently makes 158 HP/liter. That is equivalent to a 1JZ making nearly 400 HP

Regards,
BigMike

[LittleSteve]

Or you could stick a 5vz in it or a 2uzfe out of a tundra and LEAVE THE AUTO BEHIND IT, bolt it in and drive it.