Tyeler18
10+ Year Contributor
- 2,488
- 228
- Dec 16, 2008
-
Casa Grande,
Arizona
So this build has snowballed drastically over the years into what its turning into now, but most of the end goal has been the same. A 4g63T powered mighty max. I traded for this truck 7 years ago. I had purchased a Z28 camaro to use as an LS swap donor for my e30, after stripping the shell and listing it for sale as a roller I was having minimal bites on selling it out right. A buddy sent me a link to an 89 mighty max with a blown up engine and figured Id offer a trade for the z28 roller, to my surprise the guy was super excited to make the trade. I loaded the truck and trailer up and off we went. The owner had been building this into a mini truck for a handful of years, building a new g54b 2.6L with a new trans, slowly piecing together nice parts he could grab from the yard to make a nice straight truck. He had the engine apart a few times in the process of rebuilding it and on final assembly forgot to torque one rod cap. 30 seconds into a multi year rebuilds first fire up it windowed the block and he gave up completely on the truck. Here I was ready to scoop it up and make what I thought would be an awesome slammed drag truck I could haul my bikes around in.
Untitled by Tyeler Andersen, on Flickr
With the bed and cab full of 3 trucks worth of parts, we barely made it onto the trailer without ripping the the whole driveline out. I spent the next few weeks trying to decide what I wanted to do. I didn't really have the cash or time at that point to do a full 4g63 swap and wanted to at least be able to use the truck, knowing I had zero desire to put a carb engine back in I managed to grab a 4g64 from a 93 mighty max out of the junkyard. I had no clue if the engine would run, the oil cap was off it with no hood in the middle of our monsoon season so I fully expected the engine to be trashed from water. With no other candidates local we gambled and pulled the engine with all the accessories and harness. I spent the next week or 2 swapping the 4g64 in and converting the once carb truck into a fuel injected 4g64. To my surprise the engine fired right up and ran really well, so well I spent the next 7 years trying to kill it so I'd be forced to 4g63 swap it and failed at it. I did as minimal maitenance as possible to it, the only major service was a timing belt after the old belt chucked itself in the middle of a parts run in it. Luckily they're non interference and I had no timing covers so 30 minutes and a couple of wrenches later we had a fresh belt and driving home.
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
The truck was cool low and it got a lot of attention despite being multi colored, but one day leaving our wells fargo i got high centered in the parking lot exit and I had enough of the low truck life. The next week I was ordering lift springs, tires, pulled my drop spindles, blocks and low pro wheels/tires. I have a couple of pre runner buddies and with my lifted montero I was ready to build a high speed off road truck.
Untitled by Tyeler Andersen, on Flickr
This is the point where I really realized the 4g64 wasn't going to cut it. It's never been a quick truck, but going from a 24" tire with a 3.54 gear to a 31" tire with the same rear turned the truck into an absolute slug. 5th gear was so tall it was useless at even highway speeds. The truck was more fun to drive being able to run everything in its path over, but passing anyone required a half mile head start. We did some test fitting with my montero 33's, they clear the rear but the front would require some major fender work. The end goal for the truck is 37's, we'll be long traveling the suspension and building fenders and tubs. More than likely grafting a first gen tacoma front end suspension in for ease of aftermarket support. The rear is pretty easy to get cycling properly
Untitled by Tyeler Andersen, on Flickr
I told myself once summer was over, this was the year I was finally swapping the truck. No more slug, blown up or not the 4g64 was coming out. A buddy came over and 2 hours later the 4g64 was out. I actually posted this for sale shortly after and had a guy drive 13 hours from colorado springs to come pick it up. It's currently in his truck doing its work truck duties until he can prepare a 4g swap for his.
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
I've got a couple of 6 bolt 4g64 cranks and being a truck I wanted to retain as much torque as possible so it was an easy decision to build a 2.3L. A local buddy spun a rod bearing in his 500 mile stroker and ended up selling me the short block for $100. I bought a new rod and dropped one of my cranks in it with fresh bearings and built a 10:1 2.3L
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
I didn't want to move the engine forward for the thermostat housing and I've done a 1g intake manifold RWD conversion already which was a pain so I chose to use a 7 bolt head with a 95/96 CAS, kiggly 2 tooth crank trigger, and an evo 8 intake manifold. The evo manifold faces the proper direction for RWD and just requires a few mods/welding to bolt on. The main being filling the injector ports and cutting the ear off the manifold. Nice easy RWD intake.
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
7 bolt head on a 6 bolt block requires reaming the head bolt holes out to 1/2", I didn't want to take this to a machine shop for the simple procedure so I took a page from the shootout hotel parking lot build book and got my milwakuee brand mill out.
Untitled by Tyeler Andersen, on Flickr
Dropped the engine in for mock up and to start fitting parts. 16g turbo on and decided not to mod an internal wastegate to work.
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
Used my new home tig welder to weld the intake up and build a stainless 3" o2 housing. I have a $46 amazon special tial knockoff for a gate. I took it apart and make sure the diaphram was OK and it cycled properly with boost. We'll see how long this thing lasts, I'm not too worried about the engine.
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
Everything was then ceramic coated in gold. Next was an intercooler, I have seen a few mighty max guys using evo 8/9 intercoolers and I had the stock core off my evo 9 so that was an easy pick. It actually bolts right to the hood latch and with a little bending the body mount tabs line right up with 2 nutserts on the core support. 2 90* couplers and a couple holes in the core made for a really easy, no welding required intercooler setup.
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
Wiring harness was next, I have evo 8 ecu's in all of my 4g powered cars so I chose a 2g harness and evo 8 to make this easy as well. I've done what seems like too many of these standalone 2g harnesses lately so this was an all too familiar view for me. A few hours later it was stripped down and ready to merge with the mighty max harness.
Untitled by Tyeler Andersen, on Flickr
This is the point where friends started to question if this would run and where most people seem to give up. Spaghetti mess wiring
Untitled by Tyeler Andersen, on Flickr
Getting things fitted for length and taping everything together, this was way more satisfiying to see.
Untitled by Tyeler Andersen, on Flickr
Flashed a base map into the ecu and got it fired up! I'm currently using a stock truck KM132 trans and a stock g63b clutch/flywheel. I have no plans to keep the KM132 since they're weak, so I bought a cheap OE replacement clutch in hopes it would hold stock boost levels on the truck. I was wrong, the first half pull we did had the truck blowing through the clutch. In all fairness a 10:1 2.3 probably makes 2x the power a stock g63b does, but I was hoping it would hold for a little while at least. When it does hold it roasts these 31x10.50's with ease. The plan is to grab an AR5 trans adapter from bill hincher and stick that in. My buddy runs one in his 4g63 e30 and they're cheap and stout. I need to button a bunch of stuff up on the truck and reinstall all the A/C parts but it's driveable now and way more fun. I'll be doing the long travel this year hopefully and then it'll be on to wide fenders and paint to finally make this truck one full color.
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
Untitled by Tyeler Andersen, on Flickr
With the bed and cab full of 3 trucks worth of parts, we barely made it onto the trailer without ripping the the whole driveline out. I spent the next few weeks trying to decide what I wanted to do. I didn't really have the cash or time at that point to do a full 4g63 swap and wanted to at least be able to use the truck, knowing I had zero desire to put a carb engine back in I managed to grab a 4g64 from a 93 mighty max out of the junkyard. I had no clue if the engine would run, the oil cap was off it with no hood in the middle of our monsoon season so I fully expected the engine to be trashed from water. With no other candidates local we gambled and pulled the engine with all the accessories and harness. I spent the next week or 2 swapping the 4g64 in and converting the once carb truck into a fuel injected 4g64. To my surprise the engine fired right up and ran really well, so well I spent the next 7 years trying to kill it so I'd be forced to 4g63 swap it and failed at it. I did as minimal maitenance as possible to it, the only major service was a timing belt after the old belt chucked itself in the middle of a parts run in it. Luckily they're non interference and I had no timing covers so 30 minutes and a couple of wrenches later we had a fresh belt and driving home.
The truck was cool low and it got a lot of attention despite being multi colored, but one day leaving our wells fargo i got high centered in the parking lot exit and I had enough of the low truck life. The next week I was ordering lift springs, tires, pulled my drop spindles, blocks and low pro wheels/tires. I have a couple of pre runner buddies and with my lifted montero I was ready to build a high speed off road truck.
This is the point where I really realized the 4g64 wasn't going to cut it. It's never been a quick truck, but going from a 24" tire with a 3.54 gear to a 31" tire with the same rear turned the truck into an absolute slug. 5th gear was so tall it was useless at even highway speeds. The truck was more fun to drive being able to run everything in its path over, but passing anyone required a half mile head start. We did some test fitting with my montero 33's, they clear the rear but the front would require some major fender work. The end goal for the truck is 37's, we'll be long traveling the suspension and building fenders and tubs. More than likely grafting a first gen tacoma front end suspension in for ease of aftermarket support. The rear is pretty easy to get cycling properly
I told myself once summer was over, this was the year I was finally swapping the truck. No more slug, blown up or not the 4g64 was coming out. A buddy came over and 2 hours later the 4g64 was out. I actually posted this for sale shortly after and had a guy drive 13 hours from colorado springs to come pick it up. It's currently in his truck doing its work truck duties until he can prepare a 4g swap for his.
I've got a couple of 6 bolt 4g64 cranks and being a truck I wanted to retain as much torque as possible so it was an easy decision to build a 2.3L. A local buddy spun a rod bearing in his 500 mile stroker and ended up selling me the short block for $100. I bought a new rod and dropped one of my cranks in it with fresh bearings and built a 10:1 2.3L
I didn't want to move the engine forward for the thermostat housing and I've done a 1g intake manifold RWD conversion already which was a pain so I chose to use a 7 bolt head with a 95/96 CAS, kiggly 2 tooth crank trigger, and an evo 8 intake manifold. The evo manifold faces the proper direction for RWD and just requires a few mods/welding to bolt on. The main being filling the injector ports and cutting the ear off the manifold. Nice easy RWD intake.
7 bolt head on a 6 bolt block requires reaming the head bolt holes out to 1/2", I didn't want to take this to a machine shop for the simple procedure so I took a page from the shootout hotel parking lot build book and got my milwakuee brand mill out.
Dropped the engine in for mock up and to start fitting parts. 16g turbo on and decided not to mod an internal wastegate to work.
Used my new home tig welder to weld the intake up and build a stainless 3" o2 housing. I have a $46 amazon special tial knockoff for a gate. I took it apart and make sure the diaphram was OK and it cycled properly with boost. We'll see how long this thing lasts, I'm not too worried about the engine.
Everything was then ceramic coated in gold. Next was an intercooler, I have seen a few mighty max guys using evo 8/9 intercoolers and I had the stock core off my evo 9 so that was an easy pick. It actually bolts right to the hood latch and with a little bending the body mount tabs line right up with 2 nutserts on the core support. 2 90* couplers and a couple holes in the core made for a really easy, no welding required intercooler setup.
Wiring harness was next, I have evo 8 ecu's in all of my 4g powered cars so I chose a 2g harness and evo 8 to make this easy as well. I've done what seems like too many of these standalone 2g harnesses lately so this was an all too familiar view for me. A few hours later it was stripped down and ready to merge with the mighty max harness.
This is the point where friends started to question if this would run and where most people seem to give up. Spaghetti mess wiring
Getting things fitted for length and taping everything together, this was way more satisfiying to see.
Flashed a base map into the ecu and got it fired up! I'm currently using a stock truck KM132 trans and a stock g63b clutch/flywheel. I have no plans to keep the KM132 since they're weak, so I bought a cheap OE replacement clutch in hopes it would hold stock boost levels on the truck. I was wrong, the first half pull we did had the truck blowing through the clutch. In all fairness a 10:1 2.3 probably makes 2x the power a stock g63b does, but I was hoping it would hold for a little while at least. When it does hold it roasts these 31x10.50's with ease. The plan is to grab an AR5 trans adapter from bill hincher and stick that in. My buddy runs one in his 4g63 e30 and they're cheap and stout. I need to button a bunch of stuff up on the truck and reinstall all the A/C parts but it's driveable now and way more fun. I'll be doing the long travel this year hopefully and then it'll be on to wide fenders and paint to finally make this truck one full color.
