Fuel Injection for an Older Land Cruiser

Once the engine is in the bay, connecting the vacuum lines, plugging wires together, and bolting on the other items is straightforward. The air-cleaner housing is a large canister that resides on the passenger-side inner fender. Welded nuts and holes were in place for the air cleaner, as were stock attachment points for emissions modules and other items.Exhaust systems differ between the two models, but stock exhaust hangers were used for the most part. FJ60s have a single exhaust pipe, catalytic converter, and muffler. The exhaust system routes down the driver-side of the 'Cruiser, inside the framerails, and exits at the tail under the rear bumper. A dual pipe on the FJ62s runs from the exhaust manifold. Two cats are used, one inside the framerails, the other outside. A Y-pipe joins the paired pipes, and the exhaust passes through one muffler with the exit point again under the rear bumper. Although exhaust hangers differ between the 60s and 62s, the models are similar enough so that the 62's exhaust system can be made to fit the mounting points along the 60's frame.

FJ62 radiators have an integral trans cooler which is unnecessary with a manual transmission. The 2F radiator works quite well with the 3FE, but the fan shrouds differ slightly. Swapping in the shroud from the 62 is the best option, but the shroud from the 60 can be made to work by redrilling the mounting holes. The fan on the 3FE is about 111/42 inches higher than the 2F's fan and will rub the shroud if the shroud is not relocated.

RESULTS
The fuel-injected 'Cruiser you see here is running with 3.73 gears and 33-inch tires. Travelling at 60 to 65 mph, gas mileage on the highway is 16 mpg. Carrying a pair of 16-foot Royalex canoes on the roof has not lowered the fuel consumption. Cold stumbling starts are a thing of the past. While the 3FE gives up some low-end torque as compared to the 2F, the 3FE will move this 5,000-pound 'Cruiser from a dead stop on level ground in Second gear (2.29 ratio). On steep, rutted, rocky logging roads the engine has never faltered or lacked for power. In the mud, throttle response has been smooth, seamless, and immediate enough to spin our Swampers. On the highway the 3FE runs strong, and above 3,000 rpm has plenty of power.

Advantages of swapping a 3FE for a 2F include easy starting, a smooth-running engine, perhaps improved mileage, onboard diagnostics if a problem does occur, a stock setup involving few alterations, Toyota dependability, and reliability. Many Land Cruisers with the 2F have been desmogged, and the 3FE swap restores the emissions, but you should check with local codes before completing the swap.

Disadvantages of the swap are that an entire donor vehicle is the best way to obtain the pieces you need to do it, and a vehicle may be hard to find. At the minimum the engine, wiring harness, computer, fuel tank with electric in-tank pump, fuel lines, power steering lines, engine bolt-ons, and exhaust are needed. If necessary, the exhaust could be fabricated.

Throttle pedals differ between the FJ60 and FJ62. FJ60s connect to the carburetor with a rod linkage, while 62s control throttle position by a cable. Mounting plates were changed between the models. To use the FJ62 throttle pedal in the FJ60 the 60's mounting plate was swapped to the 62's pedal. The 60's pedal is on the left and the 62's on the right. The dual-cable connection on the 62 pedal is for the throttle cable and a dash-operated throttle.

Pictured here the FJ60 power steering lines are on the bottom, FJ62 power steering lines on the top. On 2Fs the power steering pump is located on the driver side of the engine, while 3Fs have the pump on the passenger side. Frame-mounting points are identical, even though the lines route to pumps on opposite sides of the engines. The 62's lines connect to the 60's power steering box perfectly. Removal and installation of the lines requires the removal of the lower valance and loosening of the fenders.

The stock FJ62 exhaust system has a Y-pipe that connects the pair of pipes that come from the manifold. The Y-pipe crosses under the framerail. This is one disadvantage of the engine swap. One catalytic converter is less protected than the other because it is outside the framerail, and the pipe beneath the framerail is vulnerable to being crushed.	Without a skidplate, the transfer case and transmission are exposed to off-road objects. FJ62s lack a skidplate because of the location of the crossmember under the auto tranny. This photo shows the FJ60 manual transmission and transfer case with the skidplate dropped.	The skidplate on FJ60s covers the transmission and transfer case. An extension that runs rearward protects the single catalytic converter of the stock FJ60 exhaust.
After the engine swap the full FJ60 skidplate cannot be used because of the exhaust crossing under the framerail. A remedy is to remove the rearward extension of the skidplate.	Once the trimmed skidplate is installed it provides protection for the transmission and transfer case. A fuller custom plate would be needed for complete protection of the catalytic convertors. A plate or heat shield protecting the cats from dry vegetation is a good idea.	The engine bay of the Land Cruiser is roomy, and once the straight-six is installed there will be plenty of room to work on it. Lying on the passenger-side fender is the mass of wiring associated with the EFI system.
Here the 3F bellhousing that was originally installed on the '85 2F has been moved to the 3FE engine. This bellhousing allows the use of a manual transmission instead of the automatic transmission. Although the cranks differ between the 2F and 3FE engines, the 2F flywheel bolts to the 3FE with no problem.	The red rubber boot on the FJ60 firewall is where the rod linkage for the throttle passed through the firewall.	The FJ62 firewall has one hole with a threaded mount above and below. This section of firewall needs to be patched onto the 60's firewall for proper mounting and location of the stock throttle cable.
To route the wiring harness for the EFI system into the engine bay from the passenger compartment, an extra hole must be cut in the firewall. This hole is located just to the left of the routing of the A/C lines.	In the FJ62 the computer is located beneath the glovebox and is held in place by brackets. The computer is mounted in the same location as the FJ60.