Forum Replies Created
-
Posts
-
Some good news! My gauge cluster looks factory, and everything works as it should! I was able to adjust the “china potentiometer” with the engine running, and got the tachometer dialed in within 100 rpm. The water temp needle sits right where it should, oil pressure responds with RPM and no leaks from either sender. The 4wd indicator works too. Like a whole new truck, from the drivers seat.
I have to swap OUT the led bulbs in the gauge cluster, because the turn signal greens aren’t visible. Perhaps the voltage isn’t correct to them.
Once I get the alignment done, hopefully cruising will be relaxing. Currently she’s a handful pulling left and right as traction levels change, and the brake bias needs way more rear brakes. Fronts lock, and rear keeps pushing forwards.
BFH work to the header and a custom grind on the intermediate shaft.
Part 2 got stuck in internet limbo, so I’ll put the pure text version in.
Holy crap I’ve had a long 3 days in the shop, buttoning up 55 tasks to get Redee back on her wheels, and under her own power again. But I did it, see
Anyways, this came after tons of challenges, but mostly overcome. The only task on my list before an alignment (which I desperately need), is to strengthen up those LCA adjustment bolt channels. Two of them have been pushed out wide, and that won’t stabilize the cam bolt well enough (I think?? Please correct me if I’m wrong). But I still gotta break out my mig, and play around before I can get Redee sorted out.
The steering box from Evan is compatible, but 25mm had to get cut from the steering intermediate shaft, and some custom clearancing was required on the exhaust header. BFH for the win!
Huge shout out to @Toy-Yota for giving me a spare Power Steering Gearbox. I made the drive down Sunday, and the last 10 minutes are a real scenic treat. Pleasure to meet some friends and family Evan.
Today I spent an hour cutting off the old pitman arm, such a pain but it came off eventually. Only nicked the pitman arm splined shaft a couple times. Put another 20 minutes afterwards into wire wheel the exterior before my arms got tired, haha. My next bench grinder will be more than 2.5 amps, needs more power.
Stay put for part 2
I’m unaware of the zip tie hack, something to look up. So far I’ve been lucky running wires that I have a couple colours of the gauge I need. But when I start wiring up my compressor and locker, may need to ID for future reference.
Oh man that’s an eventful day in a small town. Glad the vibes are gone. Is She all ready for the next adventure?
I complimented the addition of the OEM gauges, by removing the mechanical triple set from the shifter area. That frees up space for the compressor/locker switches, and a usb charger that’s dangling by a zip tie to dash innards. The only real loss is the mechanical oil pressure gauge, but I could always add it back later.
Redee now has complete OEM gauges!
- 4Wheel Drive indicator
- Tach (needs calibration)
- Oil Pressure
- Water Temp
I have wired in the RockAuto senders, and run new wires neatly to the harness pigtail in the passenger footwell. I used a crappy ebay tool to push the terminals from the connector, and a narrow (0.110” compared to 0.187”) female spade connector to complete the connection. I still have to re-coonect the battery and fire her over to verify they’re operational, but confidence is super high.
Evan, I really appreciate the part and potential delivery service!
As per some RockAuto investigation, the steering gear Evan has is a newer version, even has a grease nipple for servicing.
looks like the Toyota guys re-designed the input shaft “worm gear shaft” and how it attaches to the rest of the housing. Evan and I both have confidence that these units are interchangeable since they were introduced mid-model year to both I4 / V6 vehicles. Hooray for an upgrade.
<span style=”-webkit-tap-highlight-color: rgba(0, 0, 0, 0);”>
</span>Seriously Evan, thanks a bunch in advance.
Decided to not let January slip by without tackling my powersteering gear!
Partial disassembly, perfect.
Outside refurbishment, scuffing, thread cleaning, perfect.
O-rings and vinyl seals swapped out with rebuild kit, perfect.
Assembly, slow and steady, wtf? Why won’t this gear sit fully? A 2 mm gap at the mating surfaces. Remove the sector shaft again, looks fine. Remove the worm gear shaft again, FRIGGEN CHAOS!!!!
All 40 ball bearings from the worm gear shaft out of place. Totally F***ED! 3-more hours in attempt to get it all back, final bench test the gearbox rotated CCW smooth as a baby’s bottom. CW it jammed solid. Since Redee is not NASCAR edition, and I may have to turn right at some point in time, I’m tapping out! Gonna spend too much $$ on a rebuilt unit from RockAuto. A few choices out there, roughly $300 after tax/shipping after core charge returned. That’s not bad for a safety item. Just really wish those MF ballbearings hadn’t displaced themselves, an expensive slip.
No pictures. Was too greasy in ATF, then much too mad pickin’ nearly microscopic BBs off the workbench.
Funny, cause I put 37 of the BB in a ziplock bag to send in with my core, reassembled the steering gear with 3 BBs, and it works pretty well. Just not well enough at 100km/h…. or at 5km/h in “No Exit” land where she likes to play.
Lookin’ good Steve. Was funny to learn your winch was installed two-full years before you actually needed it.
You got any source of heat in your garage for all this wrenching? Or layering on the beer jackets for warmth?
My buddy Matt is pretty happy with the 4Runner so far, only drove it about 75km from Bradford to Wasaga. The V8 is a very welcome change from a 2.something n/a boxer engine and cvt. His Suby could be summed up with two words. Safe. Boring.
The 4Runner Had an engine light turn on about 10-mins into the drive, but Brian and the boys will check it out. Hopefully its just a misfire or something stupid cause it sat a long time (3-weeks since we test drove it, maybe longer) with hardly any gas in it. We asked Brian to certify it, and check out the troubles I spotted on the dealer lot. Got it lined up for CV boots, rear brakes (maybe fronts too), wheel speed sensors and an inspection of the timing belt. I did not get to lift the front end for steering/suspension, but it was pretty stable on the drives.
Matt is looking into Bilstein 5100 all around, 2” springs for rear, Duratracs on TRD beadlock rims, and some side steps. Got some shop nights to look forward to.
