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The stock FJ45 long-wheel-base (LWB) truck has a 116" wheelbase as well as a considerable amount of the box and frame positioned aft of the rear axle. The biggest problem with FJ45s is that the cab is extremely cramped. I decided to push my limited body-work skills to the maximum and make an extended-cab. I didn't want to shorten the bed like others have done, so I decided to lengthen the frame -- hence the name of stretched limo. I elected to extend the cab and frame by 16".

I found a good FJ40 frame in the form of a parts rig that was for sale real cheap. I purchased the whole rig, sold the cab and other body parts, and then proceeded to cut up the frame. For the cringing purists, the rig had no title, so there was not much that I could do with it in terms of restoration or building of a new vehicle. In order to obtain the necessary extension, I cut 16" out of the central portion of the frame. The cuts were made on a 40 degree angle. Here is the FJ45 frame cut and the frame inserts ready to be welded in:

Here is the frame with the inserts welded in. The frame additions will result in a wheelbase of 132" without any changes in the spring or axle configuration. This is now a looooong limo frame.

After welding in the frame inserts, I further strengthened this area of the frame by adding a 33" long sleeve on each side. The frame sleeves are 10 gauge steel. I used a hydraulic brake at a local fabrication shop to make the sleeves. The sleeves fit tightly over the existing frame and are welded on three sides of the frame:

Although Toyota always called the FJ45 LWB a "one-ton" truck, the frame is nowhere as strong as the domestic equivalents, especially at the rear of the frame where it is all open C-channel of approximately 10 gauge in thickness. In an attempt to strengthen the rear of the frame, I boxed in the entire rear of the frame. Again I used 10 gauge sheet metal. In order to save a bit of weight and provide access to the central portion of the frame, regular holes were cut on the inside wall of the frame.

The OEM transfercase crossmember was also removed and replaced by three new tubular crossmembers. One of the new members is straight and the other two have been bent in order to provide additional room for the driveshaft. The crossmembers are 2" o.d. 0.120" wall HREW tube. The crossmember in the front is currently just tacked in place. I will wait until final placement of the drivetrain to fix its final position.