To begin, this Toyota turbocharged engine is about 98 vintage, from a van. It is about 95 horse power, two liters and has a red line of around 5300 RPM. The original oil pan was not usable for this conversion, but the models used in the passenger cars, would be!

So here is how we did it.

This shows the “spud” used in the hole of the bell housing to machine clearance for the flywheel, while the red dyed areas are the upper mount holes and the lower starter bolt hole were welded up and modified to fit the engine. (the stock Toyota 4X4 transmission from the 4 cylinders might bolt right up) This is the transmission from a 83 vintage Tercel SR5-T50. It was used as it would allow installation without modifying the stock Sammi trans tunnel, and mate to the Sammi transfer case.  Again a 4X4 trans would be better, but the axels would need to be changed as well—I took the easy way (perhaps). I also “tapered” the back side of the flywheel, so no more of the bell housing would have to be trimmed.. (the flywheel can be mounted in any position, so easily balanced)

Here are the transmission splined slip tube and the hand machined double cardan, to allow movement between trans and transfer case with stock Toyota Celica u-joints.

Originally the red flange with a 1”thick rubber plate was used, but this didn’t allow enough movement in several differing planes!!

Closer look at bell housing…

The modified Suzuki cross member. It bolts back in place with the ¼” thick adapter plate to fit Toyota trans mount and truck throw out bearing—(note the bronze bushing to mate to T-50 trans T/O tube). The cross member mod, I feel, would be great on stock Suzys!!

Simple bolt mod to cross member, with 1/16” 4130 steel plates welded on.

This is the throw out bearing, showing the bronze bearing I made to mate it to the smaller diameter throw out used on the Tercel trans — chilled and pressed into place.

Another view of the throw out bearing “flanged” bushing.

Simply showing the bolt up holes for the clutch slave cylinder.

On the passenger side of motor mount, the original hole at rear was used. A new hole was drilled for the front of the flexible mount from an 80 Celica—the original hole can be seen in front of mount, and power steering pump from a Tracker can be seen as well.

Here is the exhaust elbow from the turbo and back side of the flywheel taper and Truck clutch can be seen. The rubber hoses on the firewall are fuel feed and return lines (stock Suzuki) and the brake lines in their new positions. These had been moved to clear the exhaust.

½” aluminum plate was bolted to the original Suzi mount holes (front bolt, countersunk) then the Celica mounts, marked, drilled and tapped. The fuel line to injector is in the foreground, it's the rubber hose above steering shaft, is reduced in size to fit Suzi heater hose and flexible hose below and right, goes to clutch slave cylinder.

Clutch master cylinder, from 80 Celica was spaced out with 1” aluminum block, rounded on side towards the brake cylinder to get as close as possible together. Heavy line passing over the clutch master, is the fuel feed line, covered with shrink tube to the fuel filter. (The hydraulic clutch, would be a terrific addition to a stock Suzuki)

Shows the clutch master, fuel filter with a manual pump on top of filter, and the red and white wires above go to a push button to activate the starting heaters.

Showing after market, fiberglass fan, backed by a 1”thick nylon spacer. Seen also, is the stock but shortened Sammi accelerator cable and the radiator, from an unidentified compact car, found at the scrap yard.  This is planned to be replaced with an aluminum radiator for a 65 mustang, as I think it would be needed in a warmer region, than Washington!

Another view of the home machined double cardan unit, using Toyota u-joints. This has very little clearance between the joints but has been adequate so far, am still looking for a double cardan unit that will fit in the available space and use the small Toyota u-joints.

Another view of cross member and Toyota transmission mount

View of trans, with clutch fork and throw out bearing in place.

This is how the bell housing was machined –spud, went thru bell housing hole, flange on spud, was fairly tight fit, but allowed bell housing to be rotated into the cutter. Very simple, but worked great.

Transmission in place, and to the right, can be seen the modified (moved) brake lines to rear wheels

Clutch slave flex hose, secured on left while slave cylinder is visible on right—rear brake lines adapter and flex line on right and front brake adapter and lines on left—the adapter is the stock Suzi adapter simply cut in half.

Transfer case, was moved back 1-1/2” and if you look close, you can see the mod to the driver side mount—this to allow room for the double cardan and rear driveshaft spacer, was added to the front drive line.

Passenger side transfer case mount, to the right of bolts in mount you can see the original holes. This is all backed with a 4130 steel plate—and future plans include a stronger mount.

A rather “snakey” header pipe was necessary to clear the slave cylinder, so heat would not effect the clutch cylinder.

This pic shows the gear shift and transfer case shift handle locations. The transfer case shifter handle was heated and rebent to allow for new transfer case location—it worked great and is very comfortable to shift as it’s nearly in the stock location. 

The photo to the right shows the exhaust and all systems in place, except the front drive shaft.

Here is the double cardan shaft in place.

Down under the dash with a ¼” doubler in place behind clutch master cylinder we welded the hook up assembly on pedal. It worked very smoothly.

Engine is in place and all systems are working with some wiring cleanup yet to do. It looks crowded but there is actually lots of room to work!! The air filter is a perfect fit.

You can see the alternator clearly here, along with a vacuum pump, water heater line and water cooled Turbo charger.  The heat shrouds were left off for the pics, although as of yet, they have not been needed.

To sum it all up, this was a really worth while conversion!!!  I have put over 2000 miles on this drive train now and although I wish I had started with a 4X4 trans (and used Toyota axles) I consider it a really great vehicle!!

It has a 4.16:1 transfer case, stock differential gears, Detroit lockers in the front and rear (which I don’t like on the street, but are great off road), 32” BFG’s, power steering, great brakes and the ability to go up hill better than my 2005 Tacoma 4 Cylinder. It has a top speed far above where I want to be in a Samurai!!

Also seen: Rocky Road rear bumper, unfinished front bumper, 6” flares, new top and lots of power—the Calmini sticker was removed but I kept the Department of Defense sticker in the lower right corner of windshield (thought it looked good with the camo paint)