2006 Turbo Puddle Jumper

So this thread is a long time coming. It starts in 2007 when I got this thing. As a stock pickup, this was one of the best driving trucks I had ever driven. It was just a simple 2.7L 4 banger with a 5speed, set in the extended cab, regular bed prerunner body. I was hooked. I did a lot of things that pushed the Tacoma to its limits and she never let me down.

Then, I got in a wreck. I ripped the front right suspension off and tweaked the frame... Mind you this was in 2013, so I had more than gotten my use out of the truck and some.

So after the accident, I decided it was time to step up my game. Enter, stage 1:



Just a basic setup. Camburg 4in lift spindles, Camburg UCAs with Bilsteins with a set of j66 Deavers out back sitting on 17in Pro Comp rims with Cooper tires. It was a welcomed resurrection and almost immediately started spending my weekends in Ocotillo since I was living in North County SD at the time.
The dropout was to my liking up front, but the stock shocks and the front and rear shock mount setup the stock truck has caused a lot of binding and I never got what I wanted from my deavers. I may have hit a rut at speed and got bucked like crazy.

Enter stage 2:


My friend offered his welding expertise and threw together some hangars for me. Both angled forward to decrease the binding and axle shift when dropped out. Got a set of used 14in 2.0 fox smoothies and rebuilt them myself(very easy process). Got almost all 14 in out of it!

Ride was night and day better than it was. To the point that I immediately felt the need to get a set of OEM replacements from someone, but decided that since I didn't have a cage yet, to limit myself before I wrecked myself. So I left it how it was.

I then of course felt the need for some more power so I bought the LCEngineering header. Enter stage 2.5:


As you can see, there was a significant difference between the two. Not just the long tube design was better, but the collector on the stock header was pinched tubes crammed into a press to make them collectively round and then welded together, whereas the LCE was a tuned collector. I anticipated a great different in performance and I was correct. Not only did it have a bit more grunt down low, but it opened up the high end revving like crazy. I then tacked on a custom 3in exhaust from the header back and that also opened up some flow in the top end


I almost didn't include this part because everyone and their mom slapped on a Light bar on whatever car they had in southern Cali. But, here it is.

Enter stage 2.6:


I had some 1/4in thick aluminum plate at the shop, and used the vise to bend up some mounts for my 50in china bar

I used the stock mounts that came with the Light bar and drilled into the roof rack mounting lands on the roof.



I used Toyota FIPG to seal all points of entry for water resistance. No leaks so far!



That brings us to the current condition. The truck is now ten years old. I can feel the motor wearing but still kicking strong, the transmission is getting loose and i'm thinking about retiring her for a different DD and turning her into the beast she wants to be. So I did a thing. I bought a 2TR-FE long block.

Enter, Stage 3:


Look at those bearings!! Like a mirror after 80k!!!!!



You can still see the honing marks. I found a good, seasoned block just ready for my devious plans!!



Now if you are familiar with Toyota blocks, you will notice something right off the bat. This block is identical to the 3RZ block. The bearing sizes, the balance shafts, the bores, everything. So I got to thinking... will a LCE 3rz balance shat delete work on this too? Well I bought one. And it fit!!!!!


Plenty of clearance for the drive side of the timing chain and the billet oil jet supplied by LCE

The blank plugs supplied to block the oil gallery that feeds the balance shaft fit perfect as well.

They are just set inside the bores for the picture. Wont install til after the block is machined, cleaned and ready for rebuild.


As you can tell from the thick 'parting line' on the stock crank and stock rods, they are forged. They will get put back to use with a set of +.020 hyper-eutectic pistons from LCE



One of my plans, since the block is verified as a 3rz design and is very very strong, is to figure out the head. So I got a spare to screw around with.
I started smoothing out some rough points but haven't delved too deep into it yet. I need an ultrasonic thickness gauge to see where I can remove material from and how much. This will be the limiting factor of the entire motor, but something I am willing to do because of what else i'm attaching to it



I have yet to fabricate a Turbo manifold for her so there's no boost porn just yet, but this is where I am currently at! The block goes out for machining next week. I am beyond excited to be jumping into this project finally. I have been tossing around the idea of bulletproofing this engine for a long time, and finally have the resources to see it through. Stay tuned and ask me anything. I'm all about the community and am willing to help anyone!



-Crowntown

 

Things are looking great so far. Will the stock injectors flow enough with the added air flow the turbo will allow or will you have to do something similar to the 7th injector kit many with super chargers use?

 

Thats another limiting factor. I am in contact with a guy from overseas in thailand where this motor is a big deal, and he has high flow injector options. I am waiting to find out what CFM's this head will flow to gauge which injectors I want to try, but he has 550cc all the way to 1200cc injectors that fit in stock placement. I will just have to plan accordingly and tune for it. The '7th injector' idea is one solution, but there is a greater chance for that fuel to re condense and not burn efficiently, so I want to keep that direct port injection to maximize my efficiency

 

Subbed bc I want a turbo for my 2.7!!!

 

I will tell you that the bottom end in your stock motor will handle boost no problem. As long as you haven't abused her by neglecting your oil change intervals, I see no problem in a kit like the Ozboost with an 8psi turbo setup on your stock motor working just fine

 

Yeah that would be awesome at some point... can't wait to see the end result and maybe even some dyno numbers?

 

Definitely some dyno numbers. I will hopefully be able to secure some time with LCE on their dyno so they can check it out. They have been a big help so far and want to give them a chance to play around with the end result. The machine shop said two weeks with their current workload, so when I get the block back, it will be going back together with the stock head and broken in NA and I will probably have it dynoed to see what a difference the balance shaft delete makes

 

Update already???

Today I found out a co-workers husband has a machine shop in his garage. In other words, I will be pushing ahead with the build even faster then anticipated!

 

Subed. Can't wait to see the out come of this!

 

So I did some things over the past week....

One of the things showed up today..


I have the Balljoint UCA's from camburg, and they have been really good, but, Heims and uniballs are life.

Incoming is UCA's and a set of kings

 

subbed for boost porn

 

Subbed for greatness

 

Thanks for the support fellas. This is a very long time coming and I know so many of us have been wanting a true build of this motor. Too many people are throwing on a bolt-on kit, and trying to tune their stock motor for power not knowing exactly what the engine can take. I'm here to fix that and also give a big F-off to every single person who has recommended that if we want power, to swap in a V6 and forget this motor


It's a 3rz with a variable cam head. I will leave this here because boost porn and motivation!

https://www.youtube.com/embed/vJI1Tq0jGwA

 

This happened tonight!


Got my LCAs in !!!!

And quite a few weeks early:

Deavers!!!! Part of my Baja Kits SUA setup. Now to wait for the rest of the kit...

Boy this will be a fun weekend

 

UCAs in! Already feel less binding and i am VERY happy to not have to deal with greasing the bushings. As you can see, there are grease stains everywhere lol

I'll have to use some serious de greaser to get it cleaned up. And yes, I had to cut into the inner fender to get the bolt out thanks to an accident from years ago.

 

So i'm still waiting on my Kings and new steering rack to show up, as well as the rear spring perches for my SUA setup, but tonight I will be installing my LCA's.

Also, I just got off the phone with McNeil racing and bought some glass. 2in over fenders, and 4in over flat top bedsides.

 

Question on the intake manifold. Curious if the runner length matters much? I have an engine cage around my motor so would short runners cause any difference on a motor with a turbo?

 

The more boost you add and CFM's you flow, the more it becomes a factor. The stock long runner intakes will handle plenty of boost, but will be a problem over like 300hp IMO. The short runners may reduce low end torque, but I will be solve that with my stand alone ECU and an aggressive tune to make that turbo spin!