This is so awesome. I can only hope to achieve close to what you have.
in it’s first form was it totally street tame?
what would you say created the most power, the intake system, or the tune? My build is so similar except for intake, and I will probably have lower compression. Did you get a final compression yet?
Thank you, yes indeed it was 100% street tame, smooth idle at 850 RPM no vibrations, smooth cold starts, able to achieve a 1.05 lambda (15.44 AFR) at idle and part throttle for excellent fuel economy. Let us not forget the added thermal efficiency from the higher compression and increased stroke. As I have mentioned the part throttle response was outstanding and potent, and the bulk of the power and torque came early in the powerband, it died off aggressively after 5,500 RPM. If I didn't have the air intake scoop it would have been an excellent daily driver.
This is my greatest build so far, I have shocked many of my friends with the performance of this build, I even raced my own Nissan y61 patrol with a stage 2 turbo kit (had 517 WHP) Ill try to record next time, managed to bit it 0-60, then it started gaining. I am telling you this stroker launches violently, the first two gears are exhilarating, then the excitement starts to taper off.
I actually did daily it for a couple of days before I installed the larger custom intake manifold, larger throttle body, intake scoop, and 6-1 headers. When it had the stock throttle body it was magnificent since I had full control over the idle using the ISC solenoid, buttery smooth cold starts, turning the AC on kicked the idle up. With the new 3.5 inch throttle body I have no idle control unfortunately (will be fixed with the upcoming 4 inch drive by wire throttle body).
As for what I believe was the biggest power contributor, without a shadow of a doubt the higher displacement from the stroker kit, followed by the camshaft even though it was mild. I worked on 1FZ-FEs in the past (full head work stock crank) and they did not feel this peppy, no where close. Unfortunately I did not dyno it before the intake manifold, throttle body, scoop, and 6-1 headers. But I did test it against the same vehicle the GR Sport Twin Turbo LC300, and I was behind him, so it was making considerably less. One important thing to note is that when it had the stock intake manifold the manifold pressure (MAP Reading) dropped off after peak torque in the ECU, this is indicative of a restrictive intake, with the new stuff the manifold pressure did not drop off.
I am glad you mentioned the low compression pistons, I should have mentioned this earlier, I just discovered recently from the workshop that the 80 series OEM pistons are actually dished from the factory and have lower compression than the GEN 2 1FZ-FE flat pistons. This is why the 80 series OEM pistons are a popular choice for locals who want a safe stage 1 turbo build (6-8 PSI) on a GEN 2 1FZ at a low cost, they have lower compression and are much less prone to knock on boost especially in our hot climate. This is why we cannot compare the GEN 1 and GEN 2 1FZ apples to apples!
I found videos of it in action right after I broke it in, this was around a month and a half ago, it had the stock intake manifold, stock throttle body, a traditional cold air intake (inside the engine bay with a filter, just like any other cold air intake on the market) and 6-2-1 TRI Y headers as opposed to the current 6-1.
It was still pretty powerful, and I actually preferred the sound of the 6-2-1 header as opposed to the current 6-1 header which sounds higher pitched, it had a deeper tone. Notice how different the 6-2-1 header sounds, even thought it is using the same exact exhaust piping and muffler! I notice a lot of people saying the muffler is what controls the tone the headers are just for flow, clearly not!
Here are a collection of the clips of the initial setup around 1.5 months ago.
This was the CAI that was on it, didnt take a picture of the engine bay at that time.
