TORSPD: NEVR

This is how engines evolve...

...from explorers constantly pushing the envelope. And what they learn improves the "species".

Greg

 

Keep in mind, that at the time I started my quest for HP, there had only been a couple of people to push the power limits of the stock engine. The choices for tuning devices and knowledge of what a "safe tune" was still in its infant stage for these engines. Unless someone went full standalone. But that still left so many unknowns of what the stock engine could handle, and for how long it could handle.

Building the 1GR here in the states was rare. Parts were super expensive, took forever to get, or weren't available. Trying to do things on my own, with an unbelievably amateur skill level made building one a daunting task which had a lot of room for error. Couple that with a practically prototype EMS, the X-1, on a rear mount setup, using a type of tuning that doesn't like to function properly with the nature of a rear mount setup (way to much stuff in there to try to type), it was a short lived but valuable lesson learned into what works, how and why. I gained so much expertise from that "experiment." From Padawon to Jedi Master. Lol.

Then even more so once the second built engine was built by LCE, and I designed my turbo kit, and was eventually able to get a full standalone working with it. One day soon that engine will be back in full forged force. I know how to make the 1GR reliable. With the proper guidance, anyone can have a proper reliable 1GR. It is actually a very good engine, as long as the right steps are followed.

There are some builds coming down the line, that will blow away what people think of the 1GR. Sadly though there aren't more because, "it is only a truck."

 

and its even worse if you live in canada you also have to deal with the added highway robbery of shipping stuff here

 

Yup... There's no great way to get stuff up there to you guys...
Gonna start strapping grills to a moose & hope for the best.

 

Yeah, I knew that. I was joking with my statement. I know I can't do what you have done. I have neither the skill nor the money at this point. Maybe when I get out of school, I will have some more play money, but at the moment I just blew what little I have on suspension... Should be a good christmas for the Taco though


By the way did you ever hear back about an ETA on your motor? I think the last time I asked you said you were going to give them a call.

 

To effectively "bulletproof" a 1GR is fairly simple compared to other more popular engines. The head gaskets and torque to yield bolts are the far more common failures especially under boosted conditions. However if the truck is an xrunner or one equipped with the smaller capacity oil pan that jumps ahead of the head gaskets as far as a issue thats needs to be resolved. Extended lateral movement can lead to a oil starvation issue. Rods and pistons should as be listed to be upgrade if the goal is to have higher rpm range and/or under prolonged boost periods. Of course if you'd like to go a step further then you can do as Torpsd has done and sleeve the block. Tuning, well, I have seen issues where the problem was with the tuning device, the tune itself and the tuning software. For arguments sake I'll leave this alone for now. As simple as this list is it is to make a robust 1GR intimidating to most to pull an engine, assemble an engine, and all the like. That is one of the reasons why we don't see many built 1GR engines. Another is the ls movement. They have tons of support, parts are plentiful and cheap, and can also have a manual transmission that doesn't shit the bed.

 

Learned an interesting fact this past Friday about Toon's truck. His truck was tuned on a Mustang dyno, which in most scenarios read lower than a DynoJet dyno. Well, after speaking with the owner of the shop, their Mustang, even properly calibrated, reads lower than other shops' same style Mustang dyno. For the sake of continuity, I like to have my dynos done by the same machine and mine have all been done by one DynoJet in specific, but Toon didn't get that chance to run his on the same dyno as mine. Which would have been best for comparisons sake between our two setups. Well after the new info from the owner, and the story he told me between his Mustang, and LMR's DynoJet, it seems that Toon's truck, is actually making a bit more power than we both thought. He plans to hit up a shop local to him which has a DynoJet as well. Curious to see how that plays out.

I knew where you were coming from Brady. I just wanted to elaborate for those that might be reading and jumped in at the last post instead of the beginning. Called a little bit ago, and will keep trying until I hear something.

Very well said indeed. Always is though.

Here is another thing that I have thought about and planned for in this process. Because so many things need to be taken into consideration. Over built and under stressed. I was speaking with the heads over at Kozmic Motorsports recently. We were discussing the forces that are at play when pushing the limits of the engine. They were mentioning how even they have had problems with similar sleeve designs dropping down, even though there is a base which the bottom rests upon. They were talking about the twisting and vibrating forces the engine sees when they are running 9k+ RPMs. And how it could happen to me. I laughed.

I told them that my stock redline was 5500, and that I plan no higher than 6200 tops. I don't need all of that extra RPM. That just stresses the shit out of components and requires a lot more money/engineering design, and structural reinforcement. Why go through all of that hassle when I could instead just raise the boost a little, and use my gearing for the speeds I require. My gearing makes up for my engine rpm "needs" and prevents me from lessening the life of the engine. Top speed in 6th is about 220. With a 6200RPM redline. Screw extra unneeded stress factors.

 

Gifts from Grumpy. 305/35 R20 tires.










Stop Tech rotors mated to Rotora hats.

 

Nice, now you can stop a truck that can't move

you have an eta on the tranny?

 

rotor and hat look good!! What size you end up getting?

 

It is a pusher....... . Gears came in yesterday.



Will be picking it up Friday since I am working late the next few days.

355x32 on a 10x9.19 rotor bolt pattern.

 

thats a good sized frisbee there

 

They are! I switched to these Stop Techs because I wanted a different option from the Rotoras. The holes for the pins, which attach the rotors to the hats, were circular in the Rotora rotors. They are only supposed to be pill shaped, to allow for heat expansion, but no lateral movement. You know this Sconnie, but others may not.

Regardless, it wasn't safe. So hopefully the Made in the USA Stop Tech rotors will last much better.

 

They should! Lots of the heavy bimmers at the track we used to run at had great luck with them.

 

That is much more reassuring.

Plus these were about $40 cheaper than the ones from Rotora, as well as made here. Win win. I heard there were some QC problems with the foundry where the Rotora rotors were made(Taiwan), in the past. Either way, the rotors shouldn't have worn in that fashion. I'll have to post comparative pictures later.

 

Now you can almost brake as late as me. I'm looking forward to the ride along.

 

I can't wait to feel the new sprung hub twin disk. Should be so much more friendly from a first gear take off.

You coming down this weekend? Thursday is my Friday. Just remembered that, so I should be installing the transmission that evening. If we can work on installing some parts of your new oil cooler setup. Maybe do some kart racing on Friday too. Pre-race day track time.

 

holler if you need an extra set of hands.