Rivman1243
SILVER Star
Did you have the head machined ?
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I made a decision to use an OEM style composite gasket for reliability as the purpose of my build is for stock longevity with some mild improvements that should improve low end and overall driveability. MLS gives you the advantage of different compression ratios. Decking the block and head is to have a perfectly flat surface for good sealing. MLS requires a certain type of surfacing to seal. I’ve personally yet to meet anyone that said they ran an aftermarket MLS and went 300k miles on it without a headgasket failure. Locally where I live the MLS failures on engines in general far exceed composite. Blocks with floating bores are especially susceptible. At least the 1fz isn’t. It’s just something I didn’t want to chance on this build. If I was building a race motor with frequent rebuilds I think it would be fun to try.
Got word from the machine shop that the valves have been set at .010 IN & .014 in. EX. Head was surfaced. Had to take off about 6-7 thousandths. Awaiting final clean and the bill.
That has to be a world record for the longest time to do a valve job in automotive history! Glad to hear it's almost done.
Any update?This is why I’ve affectionately nicknamed it the turtle build. But, I’m trying to keep up with my thread.
Long term update. It's been too long and it's time to bring the community up to speed. We're loving the rig and really enjoying it. We've put about 20k miles on it so far with many days on the trail and camping. Mostly trouble free. Thanks to the friends, family, and club members that helped get this 80 on the road I couldn't have done it without you. You know who you are and I'm grateful to each and every one of you. You know what I've been through the past few years and what I'm fighting. You guys have made it possible to keep the hobby. Hence the reason for the delay.
Engine sounds like that wonderful sewing machine the 1FZs are even with the aftermarket cams. I've had a few quirks I haven't been able to resolve. I started off with the green 12 hole injectors and was running about 10% lean on fuel trims. This may have been from the cams. I also had a shift problem. I ended up replacing the injectors with WRX and codes went away. The new oversized MAF fixed the trans shifting like it does on a Chevy truck. The problem was that about 4000 rpm it started running rough and would fall on its face. No codes. I had an EGR code later and turned out to be the modulator. I also bypassed the plenum. No EGR codes for awhile.
In an effort to fix the fueling issue I went back to stock injectors and a new stock MAF. Computer seemed to like that better. I ended up replacing the entire EGR system and bypassed the plenum afterl getting codes again. This computer is very sensitive. Not sure what else I can do here but was trying to keep cylinder head temps down. Right now I've put everything stock to try to baseline and rule out codes. I get a weird lean code PO171 if I run 55mph for awhile and get an EGR code PO401. For some reason at that RPM the fuel trims go crazy. I could try the oversize MAF again.
I had Jon Bond redo the supercharger and am itching to install but really want the bugs worked out. Leaning towards meth injection for the octane benefits. Starting to wonder if these cams are not going to work out or I need an adjustable cam gear I can't find or they'll be really happy with the S/C. I don't have the power I should. Need to go back and verify they are in phase.
Been running Joe Gibbs 10W-30 Hot Rod oil and oil consumption has been good. Getting down to 8mpg on the trail and 11-13 on the hwy.
Update: pretty sure I have a vacuum leak causing all the issues that needs to be sorted out first. Wish I had a smoke machine!