Is there such an up-to-date thread out there already? And if not, anyone care to weigh in on the relative pros and cons of each option? Reliability, longevity, performance, availability, cost / time / difficulty, potential hazards etc...
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The 1fz is overbuilt, and I don't say that in a fanboy way, I mean if you look at an LS connecting rod next to a 1fz connecting rod, the V8 one looks like a tinker toy. I don't think modest boost (around 6psi) would shorten the life of a 1fz appreciably at all over the course of a couple decades. As evidenced by the supercharged rigs still on the road 200k-plus miles later. Light boost is not pushing the 1fz hard. It's built for it.Yeah, I doubt anyone’s likely to build a better turbo than that one. My impression is, superchargers are no longer made for these engines. I assume (but may be wrong) that if long-term reliability is a priority, AND you want more power, it has to be more mechanically sound to swap in something more powerful that won’t even breathe hard, than it is to push the fz hard with a s/c or t/c.
Ever have a s/c problem?3rd world countries not having good octane or quality fuel is a total myth.
91+ is available from here to the tip of SA. I ran 96 in Panama and the 5vz in my Taco running 12psi loved it.
I have driven to Panama and back three times, twice with a s/c Taco. Never once with well over 35,000 miles logged on those trips did I get bad fuel.
Cheers
Good point. What's considered "modest," and what do you get out of that, hp/torque/mileage-wise? Assuming you can find a quality s/c...?The 1fz is overbuilt, and I don't say that in a fanboy way, I mean if you look at an LS connecting rod next to a 1fz connecting rod, the V8 one looks like a tinker toy. I don't think modest boost (around 6psi) would shorten the life of a 1fz appreciably at all over the course of a couple decades. As evidenced by the supercharged rigs still on the road 200k-plus miles later. Light boost is not pushing the 1fz hard. It's built for it.
The only reason the V8 might have a longevity edge is that it is presumably new or low-miles. Eventually time will catch up with the V8. If you're starting from scratch with a fresh/rebuilt 1fz, I don't think the v8 has any reliability advantage.
Not advocating one route over the other, just addressing your assumption with my own two cents.
Ever have a s/c problem?
as a follow up for those that HAVE installed the Wits End or some version thereof, how difficult is the process? Im fairly mechanically inclined and can do light fabrication (not that one would need to) but outside of removing the intake manifold, installing the Turbo and piping it up to the exhaust manifold... what else is there?
The hardest part for the home/shade tree mechanic is drilling the upper oil pan for the oil drain line. You need to rent a right-angle drill, and even then, it's tight and tricky. If you need to re-seal your upper oil pan arch (which in itself is a royal PITA), I would highly recommend you drill the drain hole while the pan is off the truck and then plug it until it's time to install the turbo. If you don't need to re-seal the upper pan, then it's not worth pulling the pan just to drill the hole. As you see in the OTTRAM video, he drills the hole with the pan off the truck. Other that that, it's pretty much just bolting stuff together and some trial and error test-fitting. And when you're done you need to take it to the exhaust shop for finish welding the exhaust.as a follow up for those that HAVE installed the Wits End or some version thereof, how difficult is the process? Im fairly mechanically inclined and can do light fabrication (not that one would need to) but outside of removing the intake manifold, installing the Turbo and piping it up to the exhaust manifold... what else is there?
Here is a recent thread that was quite entertaining:
Making a Magnuson supercharger for my 95TLC
After six years of searching for a supercharger for my 1995 TLC, I have decided that I am going to build one myself. My garage is comprised of pretty much every tool needed to build a WW2 machine gun from scratch; (not that anyone would ever do such a thing) evil smile. My rig is pretty...forum.ih8mud.com
Im curious how the turbo does on the 1fz with a full load under boost for a while such as with a heavy trailer. For example on I70 in colorado their are some pretty steep passes where a engine gets used pretty hard for a good while going from like 9000ft to over 11000, like vail pass for example.I had to pull my turbo off and reinstall about 1.5 years ago. Drove it without the turbo for a bit. What surprised me is that literally with about 8 hours of work to put it back together, with the only significant change being this snail scroll on the exhaust, all the sudden the vehicle has such a significant increase in power. It’s hard to explain that feeling, that the 1FZ has all this untapped power available with no other changes.
With an engine swap, the problem is that Toyota didn’t make other engines with significantly more power that are easy to swap in, like the Ford example above. So now you’re dealing with adapters for the engine and transmission mounting, custom fab work, and wiring to get all the gauges, tach, Cruise, A/C, and shifting to work right. Most people, even enthusiasts, probably prefer bolt on solutions if they are available.
maybe you say the power increase of the turbo is modest, but my 80 will outpull a 100 series, so I get the best of both worlds (SFA and power), am never frustrated when driving my 80, and am not tempted to leave the platform due to lack of power.
Im curious how the turbo does on the 1fz with a full load under boost for a while such as with a heavy trailer. For example on I70 in colorado their are some pretty steep passes where a engine gets used pretty hard for a good while going from like 9000ft to over 11000, like vail pass for example.
I haven't pulled my wife's pop-up camper over I-70 with a turbo, but loaded for a weekend of camping with no trailer, it can hold speed just fine without using 2nd gear at all. Normally Vail Pass, Eisenhower Tunnel and Floyd Hill are all 4,000+ rpm in 2nd gear. I left overdrive on and it's in 4th gear for most of the trip, dropping into 3rd for the passes. With a stock truck, it's more like 3rd most of the time, dropping into 2nd for the passes.Im curious how the turbo does on the 1fz with a full load under boost for a while such as with a heavy trailer. For example on I70 in colorado their are some pretty steep passes where a engine gets used pretty hard for a good while going from like 9000ft to over 11000, like vail pass for example.