Winter hi-po engine project
- Thread starter bjowett
- Start date
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bjowett,
Stainless headers? Where can I scrounge a set? I have a 97 40th that I'm rebuilding the head on (0 compression on #1 cylinder because of a burnt exhaust valve) and these would be nicer than the stock cast ones. When having my head rebuilt, if they shave the head at all do I need to be concerned with the timing or does the factory tensioner take up the slack? I will let the shop know that if it does need to be surfaced only do the minimum.
If you find anyone that will make a set of cams to bring this motor to life let me know, I'll take a set.
Stainless headers? Where can I scrounge a set? I have a 97 40th that I'm rebuilding the head on (0 compression on #1 cylinder because of a burnt exhaust valve) and these would be nicer than the stock cast ones. When having my head rebuilt, if they shave the head at all do I need to be concerned with the timing or does the factory tensioner take up the slack? I will let the shop know that if it does need to be surfaced only do the minimum.
If you find anyone that will make a set of cams to bring this motor to life let me know, I'll take a set.
MSGGrunt said:
Toyota does not recommend any cutting of the head. Robbie has posted the amount he had taken off of his. The timing is changed if you surface the head and the tensioner does not take up the slack without mods. (Search for Robbie's posts)
-B-
Man this thread rocks! Good info......
bjowett
Supporting Vendor
- Thread starter
- #45
Just in case you can't find Robbie's post, the chain guides can be modified to take up the slack. I may have an adjustable gear machined... so many things to do.
Cams would be sweet. I'm searching!
The headers come on non USA 98 and up foreign market vehicles, I have not pursued them as of yet. The USA manifolds are decent in design for a cast chunk, I think the downpipes are a major restriction, though.
Cams would be sweet. I'm searching!
The headers come on non USA 98 and up foreign market vehicles, I have not pursued them as of yet. The USA manifolds are decent in design for a cast chunk, I think the downpipes are a major restriction, though.
semlin
curmudgeon
Brian, my memory is reading that the 105 series had the same rated power and torque as the 80. Tried to look it up. The 105 is discontinued on Toyota Oz site but a used ad for sale found on google indicated 165kw/387nm for a 105 4.5l which closely correlates to the 80 ratings. Would that not indicate little or no benefit from the stainless headers? Maybe the curves are different.
bjowett
Supporting Vendor
- Thread starter
- #47
Here's the info I have...
Since 1998 the 1FZ-FE petrol engine has 7KW more power and 14Nm more
torque.
Now, the 4477cc engine delivers 165kW of power at 4600rpm and 387Nm
of torque at 3600rpm, with 312Nm available at just 800rpm.
Toyota's 1FZ-FE engine was redesigned throughout for the introduction
of LandCruiser 100 Series.
Power and torque were improved by adopting longer intake runners, new
short-skirt pistons with higher piston rings to reduce dead air
volume, an all-stainless steel exhaust system with fabricated headers
and new engine electronics.
A revised cylinder head provides enlarged inlet ports and a revised
combustion chamber design with increased squish area and larger valve
seats.
Fuel system improvements include the adoption of full sequential
injection with four-hole injectors and a hot-wire type air-flow meter
for greater mixture accuracy.
The improved engine adopts direct ignition with three igniters and
multiplex diagnostics.
Direct ignition improves reliability and emissions, and reduces
service time.
NVH countermeasures include a redesigned cylinder block, with
additional strengthening ribs, and reduced reciprocating mass
achieved by adopting lightweight pistons.
Emission levels have been reduced compared with the 92 to 97 1-FZ-FE.
Picture showing new intake manifold, courtesy of brian894x4.com. I can find no pictures of the header.
Since 1998 the 1FZ-FE petrol engine has 7KW more power and 14Nm more
torque.
Now, the 4477cc engine delivers 165kW of power at 4600rpm and 387Nm
of torque at 3600rpm, with 312Nm available at just 800rpm.
Toyota's 1FZ-FE engine was redesigned throughout for the introduction
of LandCruiser 100 Series.
Power and torque were improved by adopting longer intake runners, new
short-skirt pistons with higher piston rings to reduce dead air
volume, an all-stainless steel exhaust system with fabricated headers
and new engine electronics.
A revised cylinder head provides enlarged inlet ports and a revised
combustion chamber design with increased squish area and larger valve
seats.
Fuel system improvements include the adoption of full sequential
injection with four-hole injectors and a hot-wire type air-flow meter
for greater mixture accuracy.
The improved engine adopts direct ignition with three igniters and
multiplex diagnostics.
Direct ignition improves reliability and emissions, and reduces
service time.
NVH countermeasures include a redesigned cylinder block, with
additional strengthening ribs, and reduced reciprocating mass
achieved by adopting lightweight pistons.
Emission levels have been reduced compared with the 92 to 97 1-FZ-FE.
Picture showing new intake manifold, courtesy of brian894x4.com. I can find no pictures of the header.
semlin
curmudgeon
Brian, thanks for the info, I had no idea they made so many changes. I am curious though, if they redesigned the block and head how do you know the new header would fit?
That's a lot of engineering for a very small apparent net gain but I guess Mr. T was making subtler improvements and you would need to see the power and torque curves side by side.
I also guess if you had $ to burn you could add the new head, intake (t-body and plenum?), headers and injectors on the old block, change the MAF and ignition, and pop in a new ECU. All to gain less than 10 hp and 10 ft/lbs of torque overall... (I'm assuming the new cylinder design contributes too).
On the other hand, here is yet another re-engining option for the 80. Import a motor out of a 105. Plug and play.
heh.
heh.
That's a lot of engineering for a very small apparent net gain but I guess Mr. T was making subtler improvements and you would need to see the power and torque curves side by side.
I also guess if you had $ to burn you could add the new head, intake (t-body and plenum?), headers and injectors on the old block, change the MAF and ignition, and pop in a new ECU. All to gain less than 10 hp and 10 ft/lbs of torque overall... (I'm assuming the new cylinder design contributes too).
On the other hand, here is yet another re-engining option for the 80. Import a motor out of a 105. Plug and play.
heh.
heh.
bjowett
Supporting Vendor
- Thread starter
- #49
I don't know if it will fit... 
For sure things like the EGR would require mods to fit in the 93/4 trucks.
A lot of engineering, the power gain is probably right across the torque curve, though.
The larger port and valve seats (valves too?) sound nice for power.
In the end, the 93 - 97 engine will probably be just fine for building power.
For sure things like the EGR would require mods to fit in the 93/4 trucks.A lot of engineering, the power gain is probably right across the torque curve, though.
The larger port and valve seats (valves too?) sound nice for power.
In the end, the 93 - 97 engine will probably be just fine for building power.
bjowett said:Well, it is time for my big bore engine project to commence... parts are begining to trickle in... should be a fun build-up. It will include increasing the engines displacment via Toyota 101mm oversized pistons, ported cylinder head, manifold work, and a few other tricks I may try to work out.
Factory rings...
Headgasket...
I'll be snapping pictures of the build-up along the way... anything specific folks would like to see? Just ask!
This is great. I was just searching for stuff Robbie had done with his engine work, and here you are doing it too!! I would like to see the part numbers and possibly a $$$ amount associated with this. My engine has many miles right now and there is a turbo in the works. I plan on doing a rebuild on the engine anyways (pre-turbo work), and if I can squeeze some more naturally aspirated power via larger cylinders...i'm game
Kumar
Yes, when project is complete please post approximate cost and time for this. I would love to see what dyno numbers this finished motor could produce with a high quality turbo on it! That would be just too much for me to handle. I would probably have to go to the bank and take out a loan.
Updates? Winter is almost over.
cruiserdan said:
I'm biased - but the sound of an inline 6 running 30 psi of pressure at 7,000 RPM's is seductive...
I guess that makes me a ricer
bjowett said:Sorry Lars!
I snagged the Toyota head gasket set on ebay for $36! It was missing the valve cover gasket and valve stem seals. Found the seals on ebay from a different seller for $12. I am still waiting for the price on the other hard parts.
My dealer gives me an excellent discount...
You also snagged a blower for a nice price.
Good work. That 1FZ will be badass when you're done.Jim
Quote:
Originally Posted by cruiserdan
Actually I prefer the V8 rumble over the V12. There is just something about that sound that is un-like anything else on the planet.
I'm biased - but the sound of an inline 6 running 30 psi of pressure at 7,000 RPM's is seductive...
I guess that makes me a ricer
At the risk of throwing this thread into full blown useless chatdome...your both wrong....the sweetest sounding power plant was Bob Tullius' Group 44 Jaguar V12 at full song cicra 1988 thereabouts 3am snarling on the high banks at the 24 hours of Daytona. ...sadly now only to be heard at the occaisional vintage race.
Originally Posted by cruiserdan
Actually I prefer the V8 rumble over the V12. There is just something about that sound that is un-like anything else on the planet.
I'm biased - but the sound of an inline 6 running 30 psi of pressure at 7,000 RPM's is seductive...
I guess that makes me a ricer
At the risk of throwing this thread into full blown useless chatdome...your both wrong....the sweetest sounding power plant was Bob Tullius' Group 44 Jaguar V12 at full song cicra 1988 thereabouts 3am snarling on the high banks at the 24 hours of Daytona. ...sadly now only to be heard at the occaisional vintage race.
bjowett said:
Good idea....the email he sent me suggested he was clueless. Good Luck.
Jim
elmariachi said:
Funny, its now in Killington, VT instead of Georgia.
Hopefully you can get your feedback adjusted.
