Toyota 80 Series LandCruiser 1HD-FT with a 5 Speed A750 Tip-Tronic Automatic

In 2008, I made the decision to purchase my first 4WD. It came down to two choices – 80 Series Turbo Diesel or Nissan Patrol GU 4.2 Turbo Diesel. The 80 Series Won and in rolled my stock standard 1996 4.2 Turbo Diesel Multi-Valve 80 Series. Proud as punch I was.

Of course the first thing anyone does when they buy a 4WD is deck it out with everything they can; bull-bars, winches, mud tyres, dual battery system. I was no different.

But one thing I was in 2 minds about was the fact it was a Manual. I liked the idea of a Manual that gives you full control over what is happening, you select the gear because you know what you will need for the current scenario.

However, I have a little teeny incy wincy problem with my left foot… I don’t have one!

So I spent most of the time crunching 2nd and 3rd gear because my prosthesis can’t bend at the ankle and I have trouble pushing the clutch all the way to the floor. I was determined to master it, but unfortunately I could never get a consistently smooth gear change.

Fast forward 5 years and I’m now working for Wholesale Automatics, specifically handling the Manual to Automatic Transmission Conversion Projects and the Compushift Transmission Computer systems that we use to do the conversions. I had an idea, and that idea has finally come to fruition. Put the 5 Speed auto from the 100 Series into my 80 Series LandCruiser. But not just that, make it Tip-Tronic also. So out came the old H151 5 Speed Manual to make way for my beautiful 5 Speed A750 Automatic (and I mean beautiful in the way your child is always more beautiful than all others).

We originally had some issues with signal compatibility with the LandCruiser 4.2 tacho but with some electrical wizardry we were able to get the RPM signal we needed. I have so far spent probably 150+ hours on test driving and calibrations to make sure we have ironed out all the bugs and get all the shifts running perfectly and I am extremely happy with were it is. All that is left is to tidy up is the 4-5 and 5-4 shifts, and now that we have tacho signal, to fix up the garage shifts (Park to Reverse to Neutral to Drive and back again)

The last software feature that we are working on for the A750 will be to do with the Torque Converter Lockup process. Through the use of the powerful processor inside the Compushift we will be implementing a software algorithm that will calculate, on the fly, a smoother application of the torque converter clutch. So instead of having a fixed speed and pressure application of the clutch, it will instead be applied using a algorithm that will apply the clutch smoothly in a given space of time. This will make application of the torque converter at low throttle far smoother.

The best part is that once we have it perfect will be able to roll this out to our other transmission controllers including the Toyota AB60 6 Speed and the Nissan RE5 5 Speed

Between the Brisbane 4×4 Show and some annual leave that I am taking it was a good opportunity to get the console work done. After the Brisbane 4×4 Show (11th, 12th and 13th March) our USA Software Engineer will be returning to help us go full steam ahead to finish off the A750 (and Nissan RE5) control systems.

Just a quick note on the different shifters usuable with the A750 Compushift Controller. The Compushift will be made with 2 different looms. One for the Tip-Tronic Shifter and one for the Gated Shifter. This means those with 100 Series 1HD-FTE and 2UZ-FE engines as well as Hilux 1GR-FE V6 Petrols can replace your factory ECU with our Compushift System while maintaining your factory Shifter. This will allow for infinite adjust-ability for those transmissions while still looking like it’s a factory vehicle.

Below is examples of the two types of shifters. Tip-Tronic or Sports Shifters has physical locations for Park, Reverse, Neutral & Drive and then usually a side shift to an area that allows for control over the gear changes by pushing up or down. Gate Shifters have a physical location for all gears and usually configured into a Z-Gate type pattern to prevent incorrect selection of a gear.