5VZ-FE

Stones and more:

Teardown1:

Teardown2:

Brakes on Lexus + 5VZ

 

My kind of fun right there!

 

@garetcurry Start a build thread puhleeease.

I just kinda glanced few the last few pages of this and need to get caught up. So you blew up a 5vz on 20 psi? What do you think went wrong? I've had mine up to nearly 30 MAP on e85 and running it pretty hard and didn't really suspect it was near the breaking point but damn lol now I'm having second thoughts. I'm completely stock engine with some cheap ebay kit and a Korean GTX replica (not that cheap) pushing 200,000 miles.

Super excited to see these forged builds and would love to see what they are capable of. Maybe I miss read but you are going with the Pauter rods and LCE pistons?

 

This is the build thread. People that want to know, will find this thread. If I build it, they will come.

So you're at about 15 psi in Colorado on E85? That should hold; bonus points for E85 -- that's where I'm headed next. I blew up with 93 octane fuel on a hot and humid day at 21-22 psi boost and 4200 RPMs.

Here are the parts (that have a 12 week lead time):


I'll be back later tonight to add more information, but I have to eat first.

Goals: 400-500 hp on 93 octane. 600-700 hp on E85. 800 hp on E85 + (?). I'm very confident on the first HP figure, everything else becomes "experimental" after that.

 

Here you go you savages:
https://www.youtube.com/watch?v=N0MzdP0SxJ8







It's worth noting that I have a broken driver's side engine mount perch. Luckily, I can weld, so I look forward to making that stronger.

 

Looking good. E85 was a game changer but I'm backed off to 11 psi now on 91. Do you run rpms pretty high on average and how many miles were on it? I've looked into it pretty well and from what I understand the largest load by far the rods see is due to high engine speed and is tensile. If you know anything about fatigue though you know increasing the max compression the rods see via cylinder compression will also contribute to a decrease in cycles to failure. Anyway, that might be out of the scope of the build. I've seen one other guy use the pauter rods and I don't think he played with the engine speed much. I guess what I'm getting at is one of the overlooked advantages to a more robust rod is the ability to increase max engine speed. I digress, just spit balling here, excited to see another internal upgrade. Good luck with the build.

 

I would usually run to redline in 3rd, but would usually back off before redline in 4th. 3rd gear boost topped out at around 18 psi and could fall off depending on how I set the boost controlled gain. 4th gear boost is like being teleported into another time dimension. I probably did around 30 pulls at 20+ psi in 4th gear, but usually at night when intake air temps were cooler. Odometer says 163324k miles, so that's when the engine blew. It spent most of its life supercharged and 15k-20k miles turbocharged.

The pistons I went with are 9.0:1 compression, which is lower than the stock 9.6:1. The rods I ordered are the Pauter ones: https://www.lceperformance.com/5VZ-Pro-Chrome-moly-Crossbeam-Rod-Set-p/1013011.htm

I do want to increase the engine speed to get more top end. I'm trying to get camshafts through a company called Web Camshafts. I'm working through LCEngineering to get a hold of them though. I sent them my HP goals and am waiting to hear back from them with a cam card.

I'm trying to build the ever living !@#$ out of this thing, trust.

 

Updates?

 

Garet - glad to see you are atill playing with this taco!

might consider doing a short runner intake - will definitely help shift the torque curve to higher rpm.

 

Took apart blown engine:
https://www.youtube.com/watch?v=W2ylB9RDTpY

Piston and rod... or lack thereof:


Roasted crank bearing (after rod boom boom):


Oh look, my JDM 5VZFE came with a forged crank (cast left [blown motor (trash)], JDM right):


5VZFE forged crankshaft number:


Cast 5VZFE crankshaft number:


Engine bored, decked, and ready for clean, then paint. Engine decking took off 0.003" (three thousandths):


Camshaft regrind order from Web Camshaft via LCE, this is the time card -- apparently spec'ed for 850 hp with boost.


Ordered DMZ Fab engine mount perches:
https://dmzfab.com/product/tacoma-motor-mount-perches/

Getting heads ready for port, polish, and decking -- but I need more tools for valve component removal.


Clutch woes.
I have a lightweight 5VZFE flywheel from LCE. Probably going to have it drilled and tapped for a 1JZGTE clutch.

Someone send me a Precision 6466. Trying figure out the optimum A/R on that one for 5VZFE.

What's a short runner intake? Are you Greg from Custom Tacos? I ask because that Greg I know is Canadian as well. We also met IRL some time ago at an AutoGuide dealio.

 

Indeed I am! Hope all is well for you down south.

Good to see you on here giving us some juicy engine build posts, definitely following along.

As for a short runner... here is URD's old 4runner:




Do some 'tubing on Richard Holdener's youtube page... it's just a treasure trove of information. https://www.youtube.com/channel/UC8uf_zVTV63l1-uRSx6XbnQ

Of course no 5vzfe work, but if you watch his video's, the recipe is always the same. he does comparisons on compression ratios, heads, cams, intake (single plane vs dual plane, which is basically short runner vs long runner) etc. etc. Long runner will give much better low end torque, where short runner will give much better high end power.

 

Greg! Thanks for the well wishes. So nice to see you floating around, and I hope things are staying cool up there in the great North. It seems like yesterday we were at Willow Springs; what found memories.

Yeah, I'm trying to keep ahead of my piston and rod delivery so all that's left is complete assembly. I hope it's not a lofty goal and that if I miss target dates I don't lose motivation. What a shame that would be (scary thoughts). I have several "if you make it here, you get to buy this" goals. Fabbing a short runner intake wasn't on my list, but how else am I going to go twin turbo!? Ha, geez, I'll have to earmark that idea for the time being. How much HP did that build make? I checked out Richard H's Youtube, kind of overwhelming, but definitely a treasure trove. I have to get the engine assembled and running again with my 650cc injectors (450hp on 93 octane below 5000 rpm). If the engine doesn't eat itself because I'm incompetent, then I get to buy a fuel cell, fuel pump, and E85 plumbing. After I mill/fab fuel rails, I get to buy 1650cc FIC injectors and ECU (Haltech or AEM). After I tune the injectors (on E85 and pump) I get to buy a Precision 6466! I'll have to fab a new down pipe and make some revisions with plumbing, but that's all part of the fun. After the 6466 is in, then I get to go for 600+, 700+, 800+ hp. It all seems like a dream at this point. I realized I have no idea at what point I want to install a clutch that can handle the higher torque numbers. I'd have to get the LCE flywheel drilled/tapped for a 1jzgte clutch: https://specclutch.com/product/st635/ .

Progress updates (pictures/video later in the week):
Camshafts sent out via UPS.
Received DMZ Mounts, not sure when they will be installed, probably after head porting.
Disassembled both sets of heads; buckets w/shims, retainers, springs, valves, valve seals are out. Phew, those JDM heads are filthy. My 163K+ heads look way cleaner, I don't know if it's worth cleaning the JDM ones and porting them, they may have to be a backup set (so much carbon build up!).
Cleaned and began painting left/right side of engine block. Still have to clean V-tunnel for Glyptal and front/rear of block for POR-15. Will clear coat and install brass freeze plugs.

Up next:
Finish painting block.
Port/polish heads.

 

Haltech Stand alone definitely is the route to go,
NO open loop, No closed loop, NO MAF to deal with anymore!!!
It’s state of the art stand alone,
Gabe can make you a custom harness that’s plug and play and a remote tune.
This is the unit I bought from him will a remote tune.
A nice difference in power!

http://www.snpspeed.com/Kits.html

 

Well this thread is interesting now...

 

Video progress:
https://youtu.be/OtAENEm48Xk

 

How many rpms can you run a boosted motor safely to?

With the haltech and AEM 340LPH fuel pump you can safely move a supercharged redline motor to 6200rpms

https://youtu.be/geZuppNh374

 

Kind of a complicated question but assuming you have detonation issues inside a comfortable tolerance the biggest threat to con rod failure is only engine speed and has little to do with cylinder pressure. The peak load is during the transition from the end of the ex stroke to the beginning of the intake stroke. I wouldn't dare take the engine speed over the engineers spec 5500 on my own truck which is also my DD unless it had the pauters. 6200 is asking for a grenade on the stock HYPEREUTECTIC con rods but don't let nay sayers stop you from being a trail blazer. Safety factors for this entire truck are thick and juicy across the board which is why it can handle boost so well in the first place so maybe the bottom end is beefier than I give it credit for but again.. DD for me.

 

Ok, just curious, Gabe at snpspeed that does the haltech has been setting them up to 6000 rpms for years without any problems, didn't know if a turbo changes the equation.
I have zero detonation issues now with the haltech and the 340lph pump and perfect AFR numbers and no methonal needed for fuel anymore