TORSPD: NEVR

Only motor to be built like this?

I kid, Mark pulled out all the stops.

 

Does Mark = Tor?

And how do you think your built motor would fair on a daily N/A setup, power curve and abuse wise for a daily wheeling rig?

 

Yes Mark = Tor

 

Learn something new everyday

 

Neither one of our motors are built for NA power, so hard to answer that question.

 

That's what I thought.

 

Well I cannot say that you wouldn't need the extra mods because this engine will be the end all....it likely won't be the case. Buuuuut VVV

If another person were to build a stroked engine (4.3L) , and leave the compression stock @ 10:1, or sleeve then stroker and over-bore up to 4.6L w/10:1, then there should theoretically be a huge torque gain across the whole rpm range. That wouldn't require any additional modding really. Unless you already had, or wanted to improve upon the V.E. more-so.
I am not referring to adding cams or anything else. Once you go inside, the wallet is the limiting factor of reality.

Mine was built with barely an over-bore, and 9:1 compression. Built with lower compression due to the future addition of cylinder filling boost. Trying to make diamonds yo. Lol... Mine has cams custom ground to match the type of boost, gearing, tire/wheel size, RPM range, and end power goal. Mine has a lot more variables than a potential "basic build" for the daily wheeling rig.

More liters off of an already torqy-ish engine, which responds well to basic bolt-ons, only means even greater gains, and would be a beast even if in a more simplified version than mine.

To get some sort of idea and knowledge on the subject of what this build of engine will do in N/A, I am going to dyno it in N/A trim. That is the easiest way to hypothesize future boost gains. Also lets everyone know what a lower than stock compression, N/A, 4.3l(ish) stroked 1GR can do. As that will be the reference from which a stock compression sister would be capable of.

I was told this long ago, by Brian Crower (BC). That the peeps in the U.A.E. were seeing gains of 100 hp with the stroker kit. In my excitement, I forgot to ask whether N/A or boosted.

 

just finished reading the whole thing..... Oh. My. God.... and if i had more gas money id bring the engine to you.... and hang around for a track day...
your making me jelly that there no real race tracks in MD, only drag strips or dirt tracks

 

That would be awesome. Lol.

Track day is amazing. Especially putting the hurt on people who have cars that are on paper "better". Then the cherry on top is when they talk about reasons why our vehicles are "so much faster."
Lucario Runner knows what I am referring to.

Here is the good stuff. Cam specs.

Total duration 265 intake, 270 exhaust.
Duration at 1mm valve lift, 225 inlet, 231 exhaust.
Total valve lift with lash set, 10.55mm inlet, 10.75mm exhaust.

 

That driver mod though haha.

 

Gets them every time. And their expressions =

Rob, Jeff, and I should all have some new goodies to aid in traction, handling, performance, or all three come March 29th's event. ^_^

 

Just wait i have lots of goodies.

 

Tor, I may have missed it in earlier posts but are you going to keep the VVti or lock it up or get hold of some adjustable cam gears.

On that APR fuel rail are the injectors still all in series like the factory rail? When I upgraded my fuel system my new regulator had two inlet ports so rather then just plug one I plumbed my standard fuel rail up as two banks of 3 injectors, it was a cheap way of flowing a lot more fuel through the standard fuel rail.

 

You know, I had talked with Jim in great detail about some form of a phase limiter for intake cam gears. Then time passed and had planned on no cams. Then the realization that I had a stroker crank came into play. So back to the cams for the engine. Forgot about the discussions we had had previously.

Means I need to see what he says with the clearances, come next week.

I was planning on doing each bank independently, but then decided to keep things simple.

 

Talked with Darton yesterday about that. It had slipped both of our minds, so thank you for reminding us.


Here is a good engine build which loosely parallels mine.

2JZ being built for 800 whp

http://www.motoiq.com/MagazineArticl...nder-Head.aspx

^^^ That gives an idea of the cam similarities. At least on the exhaust duration.

Here is another, showing the head studs which I am after.

http://www.motoiq.com/MagazineArticles/ID/3004/PageID/6028/Project-Toyota-Supra-MKIV-Part-5-Thermal-coating-and-wrapping-and-engine-assembly.aspx


Note that the heads use bearing caps to retain the cams. As well as bucket shims (changed to MR2 bucket shims from stock). Both of those implementations are the same as the 1GR's.

 

Well, just got word from Moser. It's a no go, due to the step-up bearing race.

Back to square one. Per say.

 

time for complete axel swap?

 

did you ever look into the dimensions of the fj cruiser axle shafts?

 

Possibly. Maybe a Currie, since they already built one for the TRD XR.

I was told that they have a different part number from the Tacoma, by my contact at Toyota. But I do not have the specifics between the two. I think that I also read recently that there is a difference, from a link recently posted in this thread.

 

If you do a complete axle swap for 9s and 8.8s are dirt cheap and lots of aftermarket support and are fairly strong with out tons of weight