01-22-2020, 10:06 PM
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#16
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Quote:
Originally Posted by brillo_76
Just a thought. As reducing friction should gain HP. However, might be impossible with our head design.
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Yea, the lifters are 3” tall. But the Saturn needs all the help it can get. Only 100hp.
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01-22-2020, 10:37 PM
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#17
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Senior Member
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Exterior dimension-wise all UZ-series engines are the same, the 1UZ and 3UZ (4.3 engine in the SC430,LS430,GS430) are definitely lighter because they're aluminum blocks instead of cast iron like the 2UZ. I never had a chance to compare the fronts of the engines to see if components like water pumps etc are interchangeable but the bell housing patterns are the same, test-fitted a bellhousing off a LS430 transmission and it matched up with the 2UZ block I have lying around.
5VZ's don't have rocker arms. Valvetrain consists of a "bucket" over the valve spring with a replaceable shim between the bucket and cam lobes to adjust clearances.
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01-23-2020, 12:45 AM
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#18
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Join Date: Oct 2014
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Quote:
Originally Posted by mesooohoppy
there is a guy in norcal who is supercharged and has been dynoing his rig every time he installs more go fast goodies. i believe this is his build thread:
https://www.toyota-4runner.org/3rd-g...supercharged-t[u]rd-build.html
edit:
the [ ] in his thread title is F'ing up the hyper link. you will have to quote me and remove the URL tags to get to his build thread. it looks like you are already aware of it as i see you posted on his last page. there arent going to be a lot of people doing what he is doing so you may just have to dyno stuff yourself if youre concerned about #s. |
Hey glad to see someone reads my build thread lol!
The 1600 HP 5VZ-FE was a drag racer that Gadget helping build if I remember correctly. Both the 3VZ-E and the 5VZ-FE have been turned into drag racers, which only resemble what we have in our engine since they share the same block & heads lol. I used to have the link to the 3VZ-E but I can't find it. What's crazy is that they got 1600 HP with the stock camshafts...
Rockers would be awesome, but that's some serious head work if you want to try and save some parasitic HP losses. The 5VZ-FE heads flow fairly well, not the best by any means but not terribly. Boost helps overcome most head flaws as well.
Last edited by gamefreakgc; 01-23-2020 at 12:54 AM.
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01-23-2020, 12:59 PM
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#19
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The stock 3.4L is forged rods and pistons? I know they're 9.6:1 compression which leads me to believe they were built for boost and just never got it for whatever reason. I heard a rumor the engine was designed for a new Supra back in the day and due to emissions changes it never happened.
Revving one out to 6500 RPM might help a lot.
@ UnderFire
tag me in your 5 speed swap. That's something I may consider down the road for the 4Runner. Can reman 5 speed gear boxes be purchased? I'd be unlikely to put a junk yard unit in mine.
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01-23-2020, 01:08 PM
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#20
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Quote:
Originally Posted by Speedy
The stock 3.4L is forged rods and pistons? I know they're 9.6:1 compression which leads me to believe they were built for boost and just never got it for whatever reason. I heard a rumor the engine was designed for a new Supra back in the day and due to emissions changes it never happened.
Revving one out to 6500 RPM might help a lot.
@ UnderFire
tag me in your 5 speed swap. That's something I may consider down the road for the 4Runner. Can reman 5 speed gear boxes be purchased? I'd be unlikely to put a junk yard unit in mine. |
I believe they are cast but very strong.
I doubt this engine was considered for the Supra when they were designing the 2JZ at nearly the same time. I notice everyone is swapping engines. Has anyone done a 5-speed swap? We are also coming to that point where a lot of the 4.6 1UR powered trucks are ten years old. I'm sure there are many wrecks. They come with a 6-speed. Also wondering if anyone has installed the Torsen transfer case in one of these yet.
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01-23-2020, 01:29 PM
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#21
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Quote:
Originally Posted by Speedy
The stock 3.4L is forged rods and pistons? I know they're 9.6:1 compression which leads me to believe they were built for boost and just never got it for whatever reason. I heard a rumor the engine was designed for a new Supra back in the day and due to emissions changes it never happened.
Revving one out to 6500 RPM might help a lot.
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Its a truck motor designed in the early '90's. 9.6:1 compression is high for that time period running 87 octane.
The motor also traces its roots to the 1VZ-FE (2L V6, Japan only gen2 Camry and similar vehicles) and 2VZ-FE (2.5L V6, North American Camry) that was first shipped in '88 (so, designed in the early 80's). The 3VZ-E (truck) and 3VZ-FE ('92-'96 Camry) came next, then the 5VZ-FE.
It is over designed because that's how Toyota did it back then. It was never meant to be a performance engine. I was a smooth and reliable upgrade to the 4-cylinders available at the time.
-Charlie
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01-23-2020, 01:47 PM
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#22
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Quote:
Originally Posted by Speedy
@ Inv4drZm
That was my issue with those Toyota V8s, the power output just wasn't what I expected. I'm used to Dodge HEMI V8s and the baby 5.7 puts down almost 400, nevermind the big 6.4 at nearly 500. With mine being already around 300 to the tire the number for it to be worth doing would need to be around 400 to the tire I think. |
Should be easy to get with the 2UZ. Upgrade the internals a bit, add on the URD supercharger and up the boost to ~7psi I'm guessing. Would probably be the most reliable setup honestly.
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01-23-2020, 02:00 PM
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#23
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Quote:
Originally Posted by gamefreakgc
The 1600 HP 5VZ-FE was a drag racer that Gadget helping build if I remember correctly. Both the 3VZ-E and the 5VZ-FE have been turned into drag racers, which only resemble what we have in our engine since they share the same block & heads lol. I used to have the link to the 3VZ-E but I can't find it. What's crazy is that they got 1600 HP with the stock camshafts...
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i still have an incredibly hard time believing this is true. even if its crank HP. i also find it even harder to believe that stock cams were still retained. i would think all sorts of 1 off and custom work had to be done to achieve 1600 hp.
1600 HP (even at the crank), is a shit load of power. You see 800-1200 hp 2j builds all day but you dont see a whole lot past low quad digits because of the sharp increase in time/money involved. again, id like to be proven wrong, but that # just seems way too high.
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01-23-2020, 03:08 PM
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#24
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Quote:
Originally Posted by phattyduck
Its a truck motor designed in the early '90's. 9.6:1 compression is high for that time period running 87 octane.
The motor also traces its roots to the 1VZ-FE (2L V6, Japan only gen2 Camry and similar vehicles) and 2VZ-FE (2.5L V6, North American Camry) that was first shipped in '88 (so, designed in the early 80's). The 3VZ-E (truck) and 3VZ-FE ('92-'96 Camry) came next, then the 5VZ-FE.
It is over designed because that's how Toyota did it back then. It was never meant to be a performance engine. I was a smooth and reliable upgrade to the 4-cylinders available at the time.
-Charlie
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I would disagree to an extent about it not being built to be a performance engine. The TRD Supercharger was released very soon after the 3rd Gen came onto the market which brought the 5VZ-FE to 265 HP and 267 TQ (according to Toyota's brochure you can find here: Welcome To The N8RWS Webppage). Those were very respectable numbers for back then, that's over 20 years ago.
Now whether it was originally designed on purpose for forced induction, or the engineers just knew it could handle it well I don't know. Maybe the engineering office knew but the sales office took a couple of years to realize the $$ potential!
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01-23-2020, 03:23 PM
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#25
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I’ll say it again, the 5vzfe has a factory stud girdle for the main bearings and the crank
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01-23-2020, 03:27 PM
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#26
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Join Date: Jan 2020
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Was wondering if you could link me a transgo shift kit for my 2000 sr5. I've looked around cant seem to find a place to actually buy it.
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01-23-2020, 04:03 PM
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#27
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Quote:
Originally Posted by 19963.4lsr5
I’ll say it again, the 5vzfe has a factory stud girdle for the main bearings and the crank
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Cast iron blocks are extremely strong as you are well aware of. Going to aluminum blocks in the newer engines saved weight but I not convinced they are better.
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7 3rd gens listed in the build thread (2 are parts mobiles)
Build Thread: https://www.toyota-4runner.org/3rd-g...os-builds.html
Brillo's Bucket Fluid Ex changer: https://www.toyota-4runner.org/3rd-g...ml#post3358086
Sparks Plugs Wire and Coil Information: https://www.toyota-4runner.org/3rd-g...on-5vz-fe.html
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01-23-2020, 04:57 PM
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#28
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Did some searching on V8 swaps today. Sad to read some of these build threads and see tons of enthusiasm at the front end and then far and few between updates. Seems the 2UZ swaps aren't all that straight forward either with electrics being a challenge. Dirtyfingers did one and had 3 shops work on it after he couldn't get it running and finally had to snag an entire harness from a 2004 Tundra to get it running, then the details went fuzzy and he disappeared it seems.
Doing some kind of stand a lone might be the way to go for engine management. I hate ECM headaches.
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01-23-2020, 06:18 PM
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#29
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Quote:
Originally Posted by brillo_76
Cast iron blocks are extremely strong as you are well aware of. Going to aluminum blocks in the newer engines saved weight but I not convinced they are better.
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Not really. It depends on how thick the webbing is. My brother spent a lot of money installing a stud girdle on his 440 because he cracked 3 blocks from too much horsepower for what the block was designed for.
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01-23-2020, 07:02 PM
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#30
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Quote:
Originally Posted by brillo_76
Cast iron blocks are extremely strong as you are well aware of. Going to aluminum blocks in the newer engines saved weight but I not convinced they are better.
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Not really. It depends on how thick the webbing is. My brother spent a lot of money installing a stud girdle on his 440 because he cracked 3 blocks from too much horsepower for what the block was designed for.
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