DISCLAIMER: This post is mostly intended for entertainment purposes, it is up to the reader to confirm the accuracy and validity of the information shared in this post.
Hello everyone, just thought Id share the results of my new 1FZ-FE Stroker build. 583 Foot pounds of TORQUE on pump gas TO THE WHEELS!
Background Info:
NOTE: This is the GEN 2 1FZ-FE that were built from 1998-2007 for the FJZ100 and the FZJ105 found in middle eastern and Australian markets. However the parts used for this build can be used on both variants.
Key Differences between the GEN 1 and GEN 2 1FZ-FE:
The GEN 2 Has:
1. Higher compression pistons
2. Different intake manifold (shorter runners) + MAP Sensor on the intake manifold
3. Wasted spark as opposed to a distributer
Other than that they are practically the same (same head, same block).
Build Mod Parts List -
NOTE: Started with a freshly rebuild gen 2 1FZ-FE (all parts replaced (timing chain, oil pump, water pump, block freshly bored via CNC).
ECU & Wiring:
ECU: Emtron SL6 ECU
ECU Used Features: Close loop lambda, wideband sensor installed right after the collector on a 45 degree angle for accurate readings.
Wiring Harness: OEM Engine wire loom, used a plug and play kit offered by the local Emtron retailer, easy install.
Tuner: Me (still a beginner, decent results)
Ignition:
Coils: 3UR-FE OEM Coils the ones used on the Toyota 5.7 V8 (one coil per cylinder, however since the OEM wiring harness is used I am not taking full advantage of these yet since they are still
wired in pairs 3 channel ignition currently, meaning I am still running them as Wasted Spark through the ECU, 2 coils at a time, planning to create a new custom wiring harness from scratch to ensure each coil is wired separately so I can run all 6 wires to the ECU for 6 channel ignition, then I can run the ignition as Direct Fire, much better spark energy and coil cooling, especially at higher RPM)
Spark plugs: OEM Copper plugs
Fueling:
Fuel Pump: Walbro in tank fuel pump 450LPH
Fuel Regulator: AEM, set to 45 PSI
Injectors: 1050cc Injector Dynamics (similarly to the coils, because I am using the OEM wiring loom, the injectors are wired in groups, this does not give the best control over the fueling, the custom wiring harness I plan to install will have each one wired separately which will allow: Sequential Injection)
Fuel line and fuel rail: OEM
Fuel Filter: Custom larger fuel filter
Gas: Pump 95 octane
Displacement:
Pistons: ICOM 102MM Domed high compression pistons (220 cranking PSI, for reference OEM Piston cranking PSI: 180)
Connecting rods: ICOM Forged Steel H Beam Rods
Crankshaft: Precision engineering 115m forged crankshaft
Calculated Displacement: 102mmBore & 115mm stroker x 6 Cylinders = 5.5L (Spicer Engine Displacement Calculator - https://spicerparts.com/calculators/engine-displacement-calculator)
Head work:
Porting: CNC maxed out intake and exhaust porting
Camshaft: Stage 2 custom camshaft by Bendlmook (local grinder). 114 LSA (this lobe separation angle is too wide for this build not enough overlap, wasted performance, I plan on ordering a custom camshaft with a 106 LSA, which will give a much beefier torque curve due to scavenging this will maximize the potential of this engine build at the cost of low idle vaccum and worse low rpm drivability, will chop like hell though)
Valves/Retainers/Springs: By supertech, 1.5mm valves (OEMvalves are 1.2mm)
Head gasket: Comtech 2.0mm
Intake:
Intake manifold: Custom larger intake manifold with individual runners, still not enough intake, plan on going bigger.
Throttle body: 3.5 inch Hypertune throttle body, manual cable (plan on installing a 4 inch LS drive by wire throttle body in order to have idle control)
Air intake: Custom 4 inch unfelted air scoop with a smooth corner transition right into a 3.5 inch throttle body, off the right headlight (fresh ambient air, denser charge = more power and more dust as well...., plus the RAM effect at higher speeds)
Exhaust:
Header: 6-1 Custom header 1 7/8 primaries, 3 inch collector
Exhaust piping size: 3.5 inch laser cut smooth curves, galvanized aluminum
Muffler: 3.5 inch electronically valved muffler, OPEN = dump directly after the mid muffle (down pipe) CLOSED = go through the factory tail pipe resonator)
Drivetrain:
Transmission: OEM Toyota 5 speed manual transmission (originally 4 speed auto)
Clutch: Precision double plate clutch with a lightened flywheel
Engine Power Characteristics & First Impressions:
Amazing torque down low, peaks at 3500 RPM, even the part throttle acceleration feels much more potent, the power dies off after 5500 RPM due to the small cam, not enough duration to allow it to breath! Which is why I set the rev limit to 5700 RPM (ignition cut on limit). My goal is to get it to rev to 7500+
Although in terms of street use, the setup as is is perfect, it has a tone of power down low which is to be expected with this much displacement divided into 6 cylinders even with the wide cam LSA. Especially since that displacement is largely the result of the stroke. The air intake scoop is obviously not suitable for daily use, and especially not for off-roading, the only thing filtering at this point is the oil filter...
Media:
Dyno Results:
Testing Videos:
Hello everyone, just thought Id share the results of my new 1FZ-FE Stroker build. 583 Foot pounds of TORQUE on pump gas TO THE WHEELS!
Background Info:
NOTE: This is the GEN 2 1FZ-FE that were built from 1998-2007 for the FJZ100 and the FZJ105 found in middle eastern and Australian markets. However the parts used for this build can be used on both variants.
Key Differences between the GEN 1 and GEN 2 1FZ-FE:
The GEN 2 Has:
1. Higher compression pistons
2. Different intake manifold (shorter runners) + MAP Sensor on the intake manifold
3. Wasted spark as opposed to a distributer
Other than that they are practically the same (same head, same block).
Build Mod Parts List -
NOTE: Started with a freshly rebuild gen 2 1FZ-FE (all parts replaced (timing chain, oil pump, water pump, block freshly bored via CNC).
ECU & Wiring:
ECU: Emtron SL6 ECU
ECU Used Features: Close loop lambda, wideband sensor installed right after the collector on a 45 degree angle for accurate readings.
Wiring Harness: OEM Engine wire loom, used a plug and play kit offered by the local Emtron retailer, easy install.
Tuner: Me (still a beginner, decent results)
Ignition:
Coils: 3UR-FE OEM Coils the ones used on the Toyota 5.7 V8 (one coil per cylinder, however since the OEM wiring harness is used I am not taking full advantage of these yet since they are still
wired in pairs 3 channel ignition currently, meaning I am still running them as Wasted Spark through the ECU, 2 coils at a time, planning to create a new custom wiring harness from scratch to ensure each coil is wired separately so I can run all 6 wires to the ECU for 6 channel ignition, then I can run the ignition as Direct Fire, much better spark energy and coil cooling, especially at higher RPM)
Spark plugs: OEM Copper plugs
Fueling:
Fuel Pump: Walbro in tank fuel pump 450LPH
Fuel Regulator: AEM, set to 45 PSI
Injectors: 1050cc Injector Dynamics (similarly to the coils, because I am using the OEM wiring loom, the injectors are wired in groups, this does not give the best control over the fueling, the custom wiring harness I plan to install will have each one wired separately which will allow: Sequential Injection)
Fuel line and fuel rail: OEM
Fuel Filter: Custom larger fuel filter
Gas: Pump 95 octane
Displacement:
Pistons: ICOM 102MM Domed high compression pistons (220 cranking PSI, for reference OEM Piston cranking PSI: 180)
Connecting rods: ICOM Forged Steel H Beam Rods
Crankshaft: Precision engineering 115m forged crankshaft
Calculated Displacement: 102mmBore & 115mm stroker x 6 Cylinders = 5.5L (Spicer Engine Displacement Calculator - https://spicerparts.com/calculators/engine-displacement-calculator)
Head work:
Porting: CNC maxed out intake and exhaust porting
Camshaft: Stage 2 custom camshaft by Bendlmook (local grinder). 114 LSA (this lobe separation angle is too wide for this build not enough overlap, wasted performance, I plan on ordering a custom camshaft with a 106 LSA, which will give a much beefier torque curve due to scavenging this will maximize the potential of this engine build at the cost of low idle vaccum and worse low rpm drivability, will chop like hell though)
Valves/Retainers/Springs: By supertech, 1.5mm valves (OEMvalves are 1.2mm)
Head gasket: Comtech 2.0mm
Intake:
Intake manifold: Custom larger intake manifold with individual runners, still not enough intake, plan on going bigger.
Throttle body: 3.5 inch Hypertune throttle body, manual cable (plan on installing a 4 inch LS drive by wire throttle body in order to have idle control)
Air intake: Custom 4 inch unfelted air scoop with a smooth corner transition right into a 3.5 inch throttle body, off the right headlight (fresh ambient air, denser charge = more power and more dust as well...., plus the RAM effect at higher speeds)
Exhaust:
Header: 6-1 Custom header 1 7/8 primaries, 3 inch collector
Exhaust piping size: 3.5 inch laser cut smooth curves, galvanized aluminum
Muffler: 3.5 inch electronically valved muffler, OPEN = dump directly after the mid muffle (down pipe) CLOSED = go through the factory tail pipe resonator)
Drivetrain:
Transmission: OEM Toyota 5 speed manual transmission (originally 4 speed auto)
Clutch: Precision double plate clutch with a lightened flywheel
Engine Power Characteristics & First Impressions:
Amazing torque down low, peaks at 3500 RPM, even the part throttle acceleration feels much more potent, the power dies off after 5500 RPM due to the small cam, not enough duration to allow it to breath! Which is why I set the rev limit to 5700 RPM (ignition cut on limit). My goal is to get it to rev to 7500+
Although in terms of street use, the setup as is is perfect, it has a tone of power down low which is to be expected with this much displacement divided into 6 cylinders even with the wide cam LSA. Especially since that displacement is largely the result of the stroke. The air intake scoop is obviously not suitable for daily use, and especially not for off-roading, the only thing filtering at this point is the oil filter...
Media:
Dyno Results:
Testing Videos: