 When we say this one of the neatest 40 Series LandCruisers on the tracks, we mean it! Having been Mirek Valta’s labour of love for several years now, this truck has practically been rebuilt and refined inside and out. What makes this ’Cruiser special, however, is the fact that practically every part of the build had been done at home by Mirek himself!
Featuring all custom suspension and differentials, a Chev V8 with GM auto, and that gorgeous tube tray, all finished in ‘Very Orange’ duco, this is one machine not to be messed with. The quality of the workmanship is testament to the ability of Mirek and the ongoing enthusiasm of his family.
Bought as an engineless wreck, the ’Cruiser has progressed from an aimless farm hack to one hardcore off-road machine. This is convenient for Mirek and his family, as the beautiful countryside around their Albury home provides many a track to test the hand-built modifications! They are just now beginning to take it out on regular outings as the build is complete.
Or is it? Rumour has it there may be plans for a turbo V8 Chev diesel.
It’s great to see what can be had for just a few dollars by doing things yourself at home over time, and as Mirek says, the more you do yourself, the more you will appreciate the end product. But don’t just take our word for it – why not get out there and build your own!
When the ’47 arrived at Mirek’s, the smoggy old 2H was missing, and the preparations had been made in readiness for the 350 Chev V8. The block of the engine has been bored out 10thou’ and the heads set up for gas, meaning the orange beast happily runs on either LPG or unleaded
The four-speed Toyota cog-swapper has been replaced with a GM Turbo 700 auto. A Ryco industrial filtration system has been fitted to the ’box to increase oil capacity, which not only aids cooling of the fluid, but also increases the lifespan of its internals
This tricky twin-stick conversion Mirek fabricated allows the selection of 2WD low if needed! They both connect to the standard Toyota transfer, mated to the auto with a Mark’s transfer adaptor. The rear transfer brace had to be shifted 600mm rearward to suit this new drivetrain.
The transfer is filled with a set of 3.05 Mark’s Adaptors Gearmaster gears, which channel power through modified tailshafts. The longer front shaft features a long-travel slipper joint, and the shorter rear shaft is fitted with a double cardan joint and Hardy Spicer slipper
Mirek has converted this old A/C compressor to pump air into the tube frame of the tray. This clever mod makes a greater quantity and pressure of air available than compared to a normal compressor, which is great for running air tools while on the tracks, or for blowing a rolled bead back on the rim
The rear diff is an 80 Series item complete with the factory 80 Series disc brakes and drum–in-disc handbrake. The coil spring mounts have been replaced by leaf spring perch mounts, and additional axle-wrap mounts have been fitted. A Detroit Locker lives inside the pumpkin, ensuring the 4.56-ratio gears turn both wheels in sync
The front diff has been borrowed from an HZJ75, with new spring-over mounts and custom shock mounts added to suit. Like the rear, there are a set of 4.56 Precision Gears, but the diff lock here is an ARB Air Locker. The high pinion design of this diff alleviates any tailshaft angle problems, and the small pumpkin design offers greater diff-to-body clearance at maximum travel
To correct the steering geometry, the swivel balls have been rotated, and Snake Racing high pivot arms fitted. A mixture of Bundera and 75 Series steering arms were needed to connect to the 60 Series steering box and FJ55 power steering coupler, which itself is attached to the tiller using a shortened HJ47 column
The custom 3in mild-steel exhaust exits through the back of the cabin, and is protected by this neat shroud Mirek has built. Gases exit the engine through a set of modified block hugger extractors
The custom rear leaf springs were manufactured to Mirek’s specifications by Wodonga Spring Works, and are 5in longer than standard! They provide a modest 30mm lift and swing off a pinned ‘goofy’ set-up, which aids shackle twist at full articulation. Rancho 9000 shocks provide the damping.
There is also a Pajero control arm fitted to the top of the diff to prevent axle wrap, working in conjunction with the custom-designed adjustable Panhard rod to keep the rear tracking true
The front springs belong to the rear of a 60 Series, and have been pirouetted and fitted with a reverse shackle set-up. The front chassis rails have been extended 180mm to accommodate the longer spring, which moves the entire front axle forward to clear the bodywork and guards.
A cross brace has been placed between the fixed shackles to share the stress placed on the chassis, and a traction rod has been custom fabricated to prevent axle wrap. Warn Black Diamond all-terrain shocks feature here
The sliders are Mirek’s handiwork too, doubling as a step into the cabin and sill protectors
The custom tube tray is a thing of beauty. The rear guards are removable and adjustable, so that different–size tyres can be fitted. The spare lives up front on a custom bracket, and there is a quick-release chainsaw bracket on the left side.
The centre 6mm aluminium section lifts out for easy servicing of the gas tanks, batteries and suspension, and there are a number of aluminium toolboxes and tie-down points. What makes it special is the fact the tray is attached to the chassis with a series of springs, lateral locating rods, and shocks to allow it to flex! The high-lift jack and Jackaroo carrybox live here too, along with a stack of essential recovery gear
» Continue to Page 2
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