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Toyota 40 Series - Page 2
A full roll cage was built out of high-tensile alloy to afford more protection in case of a rollover, as well as to satisfy CCDA regulations. A set of tube sliders and tube rear guards were also built by the boys, with a set of front guards to follow shortly. The current front guards have been widened 100mm to accommodate the larger rubber. Those eagled-eyed 40 Series aficionados, will spot the custom side windows cut and shut from the original rear quarter windows. It's the little things that make it such a stand-out vehicle.
The doors were cut by Tony and Steve, and retain the original door handles. The boys knocked up a custom latch setup so they didn't have to use aftermarket handles – thus detracting from the 'original as possible' look. A set of TSL Super Swampers, weighing in at a hefty 36x12.5R15, do their best to keep the 40 moving regardless of terrain.
Underneath
The most obvious thing about the suspension on the 40 Series is that it isn't 40 Series! Nope, gone are the hard-as-rocks leaf packs (which had been converted to a sprung-over position when the boys took delivery of the vehicle), and in their place is a neat coil conversion.
So how did it come about? Well, after considering the options for suspension setups, such as coil-overs, a quick chat to Nick Mannell was all it took. He happened to mention he had a front diff from his GQ comp truck just sitting around, which would be perfect for the conversion. An 80 Series rear diff was sourced, and it was decided the 40 was to wear a set of coil springs under it's skirts.
Mixing and matching manufacturers meant trying to find a diff ratio that both produced. In the end a 4.1:1 ratio was used. Apparently both make a 4.88:1 centre but these proved too costly to be considered. A bonus with using the GQ and 80 Series diffs is that the 40 now has disc brakes at both ends. After Tony and Steve knocked up some custom coil and shock mounts, they set about building the four-link rear end and five-link front. Every control arm, steering arm and Panhard has been made by the boys, out of stronger steel than Tojo units. Stock Toyota joints have been welded to the ends, so that in the event of a breakage or a bush wearing out, it's dead easy and cheap to replace them. Although rose joints may be a whole lot stronger, that strength comes at a cost to the hip-pocket.
In the process of building the coil setup, the front diff was moved forward 7in, whilst the rear was moved back 5in. This gives a total wheelbase of 100in – a mid-wheelbase with a Shorty body!
The rear coils are standard-height 80 Series, whilst the front are 2in-lifted GQ jobs. The conclusion was that these springs offer the best suspension travel available. The front shocks are Rancho, whilst the rear are an old pair of unknown origin that Tony had laying around. An OME steering dampner complements the setup, and ARB Air Lockers at both ends rounds out the package.
Underbonnet
The old 307 Chevy V8 has had a bit of work done to it, all in the name of power and reliability. If you've heard this thing run, you'll know it's not the quietest beast on the block, and that can be directly attributed to the mechanical cross-cut timing gears fitted. This provided a bigger result in the 'ooomph' stakes, and makes the engine sound like all V8s should!
The engine breathes through a set of twin, stainless steel 3in snorkels fabricated by a mate of the boys, and expels spent gases through a 2.5in stainless steel exhaust, custom-made to snake it's way around the various things under the floorpan. It's nothing special, but it's more than up to the task of keeping up with the Chev.
Originally carbied, a Chevy throttle body injection system was installed after problems with the old carby flooding on side angles. Apparently this was figured out one afternoon when Tony put a wheel up on a large gutter out the front of his place to get a shot of the truck. After talking to Justin Dymock at Total Care 4WD, it was decided that the fuel injection system would be the best bet. To date, it's proved to be more than reliable, with the computer up under the dash out of harm's way.
A home-made power-steering setup involving a 60 Series power steering box and an unknown Toyota pump offered the 40 Series power steering at a fraction of the price that original 40 Series-issue gear costs.
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BRIEFLY
Vehicle: 1974 Toyota LandCruiser 40 Series
Engine: 307 Chev Petrol V8
Gearbox: Late 40 Series 5-speed manual
4WD activation: Part-time, locking hubs, lever-activated
Suspension: Front: Solid-axle, coil-spring, 2in body blocks
Rear: Solid-axle, coil-spring, 2in body blocks
Tyres: 36x12.5R15 Super Swampers
Wheels: 15x8in steel
Other tough gear:
Coil conversion,
GQ front diff,
80 Series rear
Full custom rollcage
Custom control, steering and Panhard rods
Custom power steering setup
Twin air compressors
Rear storage drawers
Triple batteries |
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