Brice's NA V6 Build

it gets 21 with me flooring it constantly. I drive around around 12 miles 4 times a week and make a couple longer trips most weeks. On those longer trips im hitting 80 to 90mph frequently. All in all very respectable compared to the Tacoma.

The headlights and grille are from a 94. The bumper needs to be shaved down under the grille to make it fit better I just haven't.

 

That's how I drive my Corolla, it's a 94 and somehow it hasn't blown up. It manages 28mpg with me driving like a total asshole. But it's a much smaller car and a smaller engine

 

Yeah I feel like I'd get 21ish with a V6 lol. The 5sfe is a good motor but its just straight up underpowered in a Camry

 

Well it doesn't seem I've mentioned it before but the truck blew its headgaskets while it was parked. The camry has been my daily for about a year now and the truck has been sitting ever since.

I've been thinking of what to do after the headgasket blew so unexpectedly, keep in mind I had been driving the truck ever since the cxracing turbo blew up. It was my dd up until the camry.

I decided to replace the headgaskets with MLS versions and go with arp head studs. Along with that I'll be installing the 3vzfe cams and 8000rpm dual springs from lce.

As of right now I plan to turbo the truck on the stock internals until I can afford the rods for this thing.

Since I had to remove the heads I figured I may as well unshroud the valves and smooth out the ports on them.




This is a set of 3vzfe cams in the stock 5vzfe heads


This is the start of unshrouding the valves. This may be an economy type head but dang, these things are shrouded. The oem edge protrudes so far it has an overhang into the combustion chamber.


This is after i matched the unshrouding work to the stock headgasket size. I polished it with a 120grit flap wheel.


Here is the stock combustion chamber for reference


The intake got a rough finish removing the casting flash and a knife edge to hopefully help flow. I left the short side of the runner right before the valve rough to encourage atomization, although I wonder how much it really matters on a sequentially injected engine.


The exhaust ports nearer the exit of the head are probably where I removed the most material. I got close to gasket matching the port but may hands started to hurt lol. It's kinda crazy how restrictive these exhaust ports seem. The exhaust bowl itself is about 1-2mm wider than the valve. This may be an intentional design aspect I don't understand but it seems bigger exhaust valves would be a substantial flow improvement. This port was also polished with the 120 grit roll.


This one cylinder took me 6 hours lol. i have a strategy now so I think the following ones will get faster.

Overall this has been really fun and I'm excited to get this thing going again.

Fwiw this thing is in great shape to have burned coolant and survived 24 psi of boost as well as numerous shitty tunes. It still had good cross hatching, the cam journals are perfect and all the valves are tight and have a mirror finish on the valve stems.

 

The work shown is really good.

Any thoughts on the future turbo?

 

At the moment Im considering twins for the sake of packaging and fabrication.
Here's what I was considering from garret: https://www.garrettmotion.com/racin...alog/turbo/garrett-boost-club-line-gbc22-350/
If I go with a single I'll probably just pick something close to what I had before as the response was great. I think it was a 51/70 on the compressor and 67/65 on the turbine? with a .63ar on the turbine housing.
But for the time being its going back together stock.

 

Super spooly boy! That'll run like a diesel.

 

We need to get you on a standalone Brice, this thing is gonna rip!

 

That's the long term plan. For the interim I plan on getting a methanol injection kit to make the stock ecu happy with boost.

I do still have the aem piggy back but it was such a nightmare to tune that I'd rather just shove extra fuel/cooling into it instead.

I'm also playing with the idea of a vacuum solenoid setup to be able to open the wastegates at idle in order to effectively turn the turbos off in case something happens. I think it would be a good idea in case someone needs to drive the truck or if something breaks

 

Little update here.

Camry cams have been test fit, heads have been machined flat and spring pockets have been machined bigger to accept the dual valve springs. Unfortunately the machinist I used ground the end of the valves for some reason so now none of my buckets, shim under or over, fit. I have a new set of valves and some diamond lapping compound on the way to remedy this. In the meantime enjoy these pictures of the tool I made to install the valve springs.






took a few hours to prototype and make this tool but it works quite well. over the next couple of weeks I anticipate having this together and in the truck.

Just a little info on the 3vzfe vs 5vzfe cams. The 3vzfe cams seem to have slightly more duration than the truck cams but the same lift according to my measurements, nothing crazy bust noticeable to the eye. Also the 3vzfe cams have a distributor drive and it seems a 3vzfe distributor seal would fit a 5vzfe in case you wanted to do that for some reason lol.

 

No new updates on the truck but...

Maybe one of you has experience in this area.

The Camry has decided to die. Basically I was driving it towards my parking spot at my apartment (thankfully) and it just...died. Nothing special, no codes, just shut off and wouldn't start. Cranks normally and I can hear the fuel pump, but no start. I removed and cleaned the distributor and that made no difference. I'll check spark at some point. I suppose my new NGK coil could've shit the bed all the sudden (less than 3k miles on it) but I'm skeptical. The fuel pressure reg is original so I guess it could've died? All the injectors are OEM so maybe they all died at once? Honestly no idea and I have no codes to go off of. Map sensor is also a new OEM part.

Very troublesome. I told it, it gets one more chance before I replace it with something else lol.

 

Timing belt or chain?

Crank position sensor problem?

 

Ignitor is a common one with these

 

Could be the crank sensor but the belt is good because the distributor spins still.

I see, I'll look around for a way to test it.

 

I think I have a spare one for that car, a lot of the Toyota four-cylinder igniters were the same up until 2000

 

I ordered a cheap "new" one off of Amazon. It was $35 bucks overnight so I figured why not.

 

Should be good enough for testing. May get you by for a few months even.

 

That's the idea. If it fixes it I'll look at finding an OEM/equivalent

 

I just want to see the turbo build get back on track... currently building another turbo 5VZ with a friend for a drag truck... we are doing head work right now as well

 

After this weekend I plan on working on the truck till it's back together. After today I have 2 weeks off. Initially I'm putting it back together with some cheap headers, head studs, stiffer springs, shimless buckets and of course the Camry cams. After that my plan is to make a harness or buy one for the truck and install a standalone NA and get an NA tune first. Or at least that's my current plan, subject to change ofc.

Oh and swap to a manual at some point or figure out how to control the a340e