Bikini top, matching tonneau covers and doors, and a rugged pair of Wrangler seats. These 35-inch BFG Mud Terrains look like they're ready to roll up any trail and tuck into the fenderwells nicely.
Getting to the final stages, our Project FJ45 is starting to look like the Toyota we had envisioned. From the power-steering setup (June '99) to the beefed-up pumpkins (July '99), cantilever shackles, and shortened bed (Sept. '99), we're now ready to get the body and powertrain put together.
Downey decided to use a factory straight-six from an FJ60, build an adapter setup to hold a 700-R4, then show off the package (at this point) in all its midsummer soft-top glory. However, this installment will focus on the mechanicals of the project, whereas our wrap-up trail-test episode (next time) will go deeper into interior detail.
From the beginning, we've focused on cleaning and improving our Toyota FJ to make it a force to reckon with on any extreme boulder-bashing trail. Our heavy-duty front and rear dual-pivot shackles should make this an axle travel champ. We'll find out in our next episode.
Our first step was to change the output shaft configuration in the 700-R4 to accommodate the Toyota transfer case by using Downey's existing 700-R4 adapter kit. To make things more predictable, Downey included a switch kit to take the torque converter lock-up duties away from the computer and put their power in the hands of the transmission mechanicals. | 
To make the new four-speed automatic work with the Toyota powerplant, Downey manufactured a new intermediate bellhousing adapter. Also included, the center flywheel adapter allows for a GM flywheel bolt pattern, creates the proper flywheel spacing, and pilots the nose of the torque converter. Shown here is a GM 168-tooth flexplate. | 
The intermediate bellhousing (this prototype is billet, but we were told future adapters will be cast) bolts to the Toyota block with six Allen-head mounting bolts. Note the CNC machine-located dowel pins between the engine and bellhousing and the bellhousing and transmission. |
Next, the center flywheel adapter bolts in place (mounting to our early '80s FJ60 motor) to accommodate the new GM flexplate. | 
The Downey adapter allows the easy-to-find GM flexplate to bolt right up to the relatively difficult-to-find 3.9L I-6 motor. | 
For this one-of-a-kind prototype, Downey had to adapt an L bracket to secure the high-output starter in the proper position. We were told the adapter plate between the I-6 and 700-R4 would go into production with this piece integrated into the casting. |
With the adapters and starter in place, the 700-R4 is a smooth bolt-on. Our powerplant has been rebuilt with the bottom end fully balanced. We were using higher-compression pistons and a high-comp cylinder head, a torquer cam, and a new six-cylinder header. | 
Building it in as part of a 1/4-inch-thick skidplate, Downey welded a thick support bracket, which looked and acted very much like a crossmember/motor mount (similar to a stock YJ Wrangler), off the plate to support the 700-R4 and 'case. A stock GM rubber pad cushions the tranny case. | 
The chassis is ready to rock and roll. Doing a buildup from the ground up does have its advantages. Without anywhere to hide, we've protected, bulletproofed, and invented everything we'll need to navigate any challenge. Stay tuned for our shakedown trail ride in an upcoming issue. |
— Project FJ-Hybrid - Part I
— Project FJ-Hybrid - Part II
— Project FJ-Hybrid - Part III