3.0 with 3.4 power? Build up in progress - donations needed!!
#101
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Originally Posted by Dan_90SR5
seafarinman- I posted about the headers some time back, you might have missed it, but yes, that is a great plus in my book. Plus the use of the supercharger. I'm unsure about the supercharger though right now. I might be leaning towards a well tuned turbo after being involved in another post about remote turbos. I'm not looking at remote mounting, but the dyno results for the same amount of boost really got me. It's amazing how much power it takes to move that supercharger.
The TRD S/C has been used to push out ALOT of power out of stock engines...For me going from 150whp stock to 250+whp right now and the torque is unbeleavable. Yes the s/c robs power but the amount it puts back in is awsome. No lag due to positive displacment s/c.
Anyway thats my .02
#102
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he said he WASNT going to do a remote mount turbo...he specifically said that too.
Sorry but imo the TuRD blower is a waste of money. For 3G you only gain what, 50hp with no mods? With fuel delivery mods (up to 4G now) what, 100hp?
With 3G in turbo, custom mandrel bent piping, intercooling, and all the other goodies you can gain WELL over 100hp...
Sorry but imo the TuRD blower is a waste of money. For 3G you only gain what, 50hp with no mods? With fuel delivery mods (up to 4G now) what, 100hp?
With 3G in turbo, custom mandrel bent piping, intercooling, and all the other goodies you can gain WELL over 100hp...
#103
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I'm just considering a turbo right now and I'd talk to the people at Garret before I put one on. And again, no, not a remote mount. Where I live there isn't much crawling to be done and I think the remote mount might be ok for that if it works as well as people claim. My 4Runner will see more mud than anything and possibly the occasional trip to Tellico.
I'm still really undecided at this point what I'm going to do. I'm worried about everything that I've read about the TRD supercharger. And on the other hand worried about a turbo getting messed up by mud and water. I might even consider a paxton supercharger since I'd be able to use an intercooler with it and solve alot of the problems with the TRD kit. I believe on top of poor fuel supply that heat is the cause of the detonation. Who knows, maybe I'll just stay the course and got with the TRD supercharger just for the sakes of showing that this project is a mini-5VZ-FE.
I'm still really undecided at this point what I'm going to do. I'm worried about everything that I've read about the TRD supercharger. And on the other hand worried about a turbo getting messed up by mud and water. I might even consider a paxton supercharger since I'd be able to use an intercooler with it and solve alot of the problems with the TRD kit. I believe on top of poor fuel supply that heat is the cause of the detonation. Who knows, maybe I'll just stay the course and got with the TRD supercharger just for the sakes of showing that this project is a mini-5VZ-FE.
#104
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Originally Posted by Toysrme
I'm rebuilding my 3vz-fe after a DIY port and polish throttlebody, intake air chamber, ACIS, intake manifold, heads.
Full 3vz-fe gasket set is on ebay for 120. it's $140 shippped. (just bought mine cause my head gaskets were leaking anyways) Quality seems OK...
3vz-fe heads don't "flow" better, they're larger. 3.4L becomes a 4L engine. However, anyone doing a head swap that won't port and polish themselves, or pay $250-$300 for a shop to do it is crazy. 3vz-fe heads from a good shop should see a 25% performance gain. I know of one that had a high end port and polish w 3-angle valve job that got 240hp on nothing but a muffler, intake and timing advance. From what we know about that particular engine. That equated to about 40hp.
So before you put it all back together, port & polish the 3vz-fe heads, and block the EGR. (if you're not scared of emmesions testing) You can loose 5-10hp over the mid-high range every 10,000 miles from the stupid EGR caking black mess from your TB all the way down your intake.
Sorry I'm long winded and reiderating myself.
Full 3vz-fe gasket set is on ebay for 120. it's $140 shippped. (just bought mine cause my head gaskets were leaking anyways) Quality seems OK...
3vz-fe heads don't "flow" better, they're larger. 3.4L becomes a 4L engine. However, anyone doing a head swap that won't port and polish themselves, or pay $250-$300 for a shop to do it is crazy. 3vz-fe heads from a good shop should see a 25% performance gain. I know of one that had a high end port and polish w 3-angle valve job that got 240hp on nothing but a muffler, intake and timing advance. From what we know about that particular engine. That equated to about 40hp.
So before you put it all back together, port & polish the 3vz-fe heads, and block the EGR. (if you're not scared of emmesions testing) You can loose 5-10hp over the mid-high range every 10,000 miles from the stupid EGR caking black mess from your TB all the way down your intake.
Sorry I'm long winded and reiderating myself.
#105
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Originally Posted by 914runner
My question is, is the 3VZ-FE distributorless ignition? the 5VZ-FE is. do the valve covers from a 5VZ-FE bolt right on to 3VZ-FE heads? the ignitors for the 5VZ-FE bolt to the passenger side valve covers.
I know that I was a bit long winded in my answer, but wanted to try to explain it all.
#107
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Dan you might be interested in this thread over on 4x4wire: http://www.4x4wire.com/forums/showfl...t=1#Post593460
EB has an interesting theory on the 3.slow.
EB has an interesting theory on the 3.slow.
#109
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I was pleased to see that my fame has spread over to 4x4wire also. It was on the first page of posting and surprisingly not by Mt. Goat.
And yes, Cebby, I think that I'm right too. If you notice the engines and hp specs that the one guy posted for engine of the 3VZ-Es era.......they're all engine with 2 valves per cylinder. He also commented on the Camry engine not making enough power, but 35HP really is alot. I think with the Camry heads, the 5VZ-FE intake (which is alot less restrictive) and some headers.....this engine will be making the expected amount of HP. I'd say between 190-200HP. Not bad when you compare it to the 5VZ-FE.
And yes, Cebby, I think that I'm right too. If you notice the engines and hp specs that the one guy posted for engine of the 3VZ-Es era.......they're all engine with 2 valves per cylinder. He also commented on the Camry engine not making enough power, but 35HP really is alot. I think with the Camry heads, the 5VZ-FE intake (which is alot less restrictive) and some headers.....this engine will be making the expected amount of HP. I'd say between 190-200HP. Not bad when you compare it to the 5VZ-FE.
#110
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After reading all of that I disagree with what some of the people were saying. Mostly the negative ones, like the guy ranting about OBDII.......most people that are into modding cars hate the OBDII system. It tries to over correct for mods and ends up giving you less HP than you should be getting. That's one reason why the 3VZ should put out just as much power as the 5VZ-FE. That's also why possibly doing the 3.4L swap my way might make more HP than the stock engine in a newer 4Runner/Tacoma/T100. I could be way off on that though because of the mechanica ignition.
Anyway, I think that my way of doing the 3.4L swap will be the easiest......or should I say mine and Cebby's way of doing it since he made me think of doing it that way. Or the head swap that I'm doing are the best ways to get performance out of the older Toyotas.
Time will tell.
Anyway, I think that my way of doing the 3.4L swap will be the easiest......or should I say mine and Cebby's way of doing it since he made me think of doing it that way. Or the head swap that I'm doing are the best ways to get performance out of the older Toyotas.
Time will tell.
#111
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The stock 5Vz-fe is stock limited by the damn OBDII....however...throw a smt6 on it or something and tweak the settings a bit and your freeing up about 10-20hp to put you around 200-210crank.... orrrr you could go stand alone ....more on that
I cant wait to see the results of your swap
I cant wait to see the results of your swap
#112
Welp after the hurricane and 3 days without cable I'm back. Weasy2k I didn't pick up much from leaning out my a/f ratio stock like your 5vz-fe's do. Go figure. I guess ours (mine) was closer than what the 5vz-fe is.
Forget any type of "singh escque" design in our combustion chamber. No room for it.
Pistons
Valves/Combustion Chamber
Angle shot of the above for depth perception
As is obvious, there is just no room to cut into the heads. Unless someone wants to make some O.S. valves, that are thicker then swap to stronger springs. That way you could groove the valves too hah! (Aint gonna happen, but interesting idea)
Forget any type of "singh escque" design in our combustion chamber. No room for it.
Pistons
Valves/Combustion Chamber
Angle shot of the above for depth perception
As is obvious, there is just no room to cut into the heads. Unless someone wants to make some O.S. valves, that are thicker then swap to stronger springs. That way you could groove the valves too hah! (Aint gonna happen, but interesting idea)
#113
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I haven't heard anything on the 3.0 modification in a while. Is there anything new to report or did it go to a new thread and I am missing it.
Thank you
Thank you
#114
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Originally Posted by jerbear
I haven't heard anything on the 3.0 modification in a while. Is there anything new to report or did it go to a new thread and I am missing it.
Thank you
Thank you
The other obsticle is the timing. I have the upper timing bracket for a 5VZ-FE.......I'm not sure that it'll work. I need to get my hands on one from a 3VZ-FE and see if that will work. I think it's different since the pulleys themselves are different. Maybe that will be the key. I'm going to ask a friend if he can get his hands on one. It's a pretty odd part to get in a salvage yard.
#116
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Originally Posted by Bumpin' Yota
upper timing bracket? what's that?
Can you not just use the 3vze cam gears on the camry DOHC heads to keep the same belt?
Can you not just use the 3vze cam gears on the camry DOHC heads to keep the same belt?
Now with that much explained, here is the problem. The upper idler pulley. On the 3VZ-E, the upper idler pulley mounts to the intake. On the 3VZ-FE and 5VZ-FE, it bolts to the block. The one for the 5VZ-FE doesn't look like it will work. I need one for the 3VZ-FE to see if it will work.
I hope you can visualize all of that. It's kind of hard to explain.
#117
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Originally Posted by Dan_90SR5
Ok, I'll try to explain this the best I can. I will be using the cam gears for the 3VZ-FE heads. That isn't where the problem lies though. In the timing system on these engines, you have the crank gear....the tension pulley.....the first cam gear.....the upper idler pulley.....the second cam gear.....the water pump and back down to the crank gear.
Now with that much explained, here is the problem. The upper idler pulley. On the 3VZ-E, the upper idler pulley mounts to the intake. On the 3VZ-FE and 5VZ-FE, it bolts to the block. The one for the 5VZ-FE doesn't look like it will work. I need one for the 3VZ-FE to see if it will work.
I hope you can visualize all of that. It's kind of hard to explain.
Now with that much explained, here is the problem. The upper idler pulley. On the 3VZ-E, the upper idler pulley mounts to the intake. On the 3VZ-FE and 5VZ-FE, it bolts to the block. The one for the 5VZ-FE doesn't look like it will work. I need one for the 3VZ-FE to see if it will work.
I hope you can visualize all of that. It's kind of hard to explain.
Im completely with you as I have really done some homework on my (3vze) timing belt setup. ( Ill have to swap the water pump, both idlers, thermostat, and the belt)
But im confused. Doesnt your 3vze block have an upper idler wheel?
Just checking but this is the upper idler right?
http://cgi.ebay.com/ebaymotors/ws/eB...category=33625
Last edited by Bumpin' Yota; 10-08-2004 at 08:44 PM.
#118
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Originally Posted by Bumpin' Yota
I cant believe I suggested to use the SOHC timing gear when you are going to use a DOHC setup....i need to think before I post...lol
Im completely with you as I have really done some homework on my (3vze) timing belt setup. ( Ill have to swap the water pump, both idlers, thermostat, and the belt)
But im confused. Doesnt your 3vze block have an upper idler wheel?
Just checking but this is the upper idler right?
http://cgi.ebay.com/ebaymotors/ws/eB...category=33625
Im completely with you as I have really done some homework on my (3vze) timing belt setup. ( Ill have to swap the water pump, both idlers, thermostat, and the belt)
But im confused. Doesnt your 3vze block have an upper idler wheel?
Just checking but this is the upper idler right?
http://cgi.ebay.com/ebaymotors/ws/eB...category=33625
#119
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Originally Posted by Dan_90SR5
More food for thought. I wonder if it would be possible to use the 3VZ crank in a 5VZ engine. I read somewhere about someone saying that they did it, but I have no real research into this. Take a look ate the specs:
3VZ-E:
87.5 x 90.0
5VZ-FE:
93.5 x 82.0
after crank swap:
93.5 x 90.0
Looks VERY nice.
More reason to research. Some 3S-GTE(2.0 turbo engine on 4th-6th gen Celica, though only overseas saw the 6th gen with this engine) owners have figured out that they don't have to spend $2000+ for the 2.2L JUN stroker kit. They can use the 5S-FE crank which is the 2.2L N/A engine found in the 4th-6th gen Celica and just about all Camrys to this day, though they have given the engine a longer stroke now and redesignated the engine code.
Does someone have the 5V journals measurements? Here are the 3VZ specs.
mains: 2.5195-2.5197
rod: 2.1648-2.1654
That might have been brought up in the past and might not be possible, just a passing thought.
3VZ-E:
87.5 x 90.0
5VZ-FE:
93.5 x 82.0
after crank swap:
93.5 x 90.0
Looks VERY nice.
More reason to research. Some 3S-GTE(2.0 turbo engine on 4th-6th gen Celica, though only overseas saw the 6th gen with this engine) owners have figured out that they don't have to spend $2000+ for the 2.2L JUN stroker kit. They can use the 5S-FE crank which is the 2.2L N/A engine found in the 4th-6th gen Celica and just about all Camrys to this day, though they have given the engine a longer stroke now and redesignated the engine code.
Does someone have the 5V journals measurements? Here are the 3VZ specs.
mains: 2.5195-2.5197
rod: 2.1648-2.1654
That might have been brought up in the past and might not be possible, just a passing thought.
I'm thinking if you use the 5VZ intake, you'd still run into the hood clearance problem, as it is the intake itself that is taller. I also wonder what the differences between the cams on the 5VZ and the 3VZ-FE. If the Camry engine puts out around the same power with less displacement on an undersquare design, then what would those cams do in a 3.4? Are the cams interchangeable? Could be a cheap way to more power in the 3.4, perhaps? Probably move the power band way up, though. Another thing, are the two heads (3VZ-FE and 5VZ) really identical? Since the 3.4 is a larger bore I wonder if the valves are bigger as well or is it just a small chamber design? Or did I read previous posts wrong about the two being identical? Just thinking out loud here.
I've already finished the swap myself, but I totally support what's being done here. There's little I like better than trying to outsmart the factory with a good hybrid. Like the good old Chevy 383, or the 5S-GTE(as the 2.2 3S is known). Yeehaw for trying, I say. Especially since 5VZ's are only available if someone totals their ride at this point. I'm into my swap about $3500(granted, a fair portion of that was 'upgrades' like exhaust, new O2 sensors, etc.) at this point without touching the internals of a "supposed" 80K mile donor. I have a friend with the 3.0 right now watching this thread who is highly interested in a lower cost method to similar power. We ran light to light the other night and he's a little bummed.
Last edited by alltrac165; 10-10-2004 at 08:56 PM.
#120
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Originally Posted by alltrac165
Crap, I wish I had compared cranks when I was swapping pick-ups and oil pans between the two engines for my swap. If you could drop a 3VZ crank in a 5VZ, you would have about 3.7 liters and a boatload of torque. THAT would be the shizzy. If not, you can still have a stock crank welded and reground for a few hundred, possibly use the 3.0 rods(anybody know if the deck heights are the same?) and make a stroker.
I'm thinking if you use the 5VZ intake, you'd still run into the hood clearance problem, as it is the intake itself that is taller. I also wonder what the differences between the cams on the 5VZ and the 3VZ-FE. If the Camry engine puts out around the same power with less displacement on an undersquare design, then what would those cams do in a 3.4? Are the cams interchangeable? Could be a cheap way to more power in the 3.4, perhaps? Probably move the power band way up, though. Another thing, are the two heads (3VZ-FE and 5VZ) really identical? Since the 3.4 is a larger bore I wonder if the valves are bigger as well or is it just a small chamber design? Or did I read previous posts wrong about the two being identical? Just thinking out loud here.
I've already finished the swap myself, but I totally support what's being done here. There's little I like better than trying to outsmart the factory with a good hybrid. Like the good old Chevy 383, or the 5S-GTE(as the 2.2 3S is known). Yeehaw for trying, I say. Especially since 5VZ's are only available if someone totals their ride at this point. I'm into my swap about $3500(granted, a fair portion of that was 'upgrades' like exhaust, new O2 sensors, etc.) at this point without touching the internals of a "supposed" 80K mile donor. I have a friend with the 3.0 right now watching this thread who is highly interested in a lower cost method to similar power. We ran light to light the other night and he's a little bummed.
I'm thinking if you use the 5VZ intake, you'd still run into the hood clearance problem, as it is the intake itself that is taller. I also wonder what the differences between the cams on the 5VZ and the 3VZ-FE. If the Camry engine puts out around the same power with less displacement on an undersquare design, then what would those cams do in a 3.4? Are the cams interchangeable? Could be a cheap way to more power in the 3.4, perhaps? Probably move the power band way up, though. Another thing, are the two heads (3VZ-FE and 5VZ) really identical? Since the 3.4 is a larger bore I wonder if the valves are bigger as well or is it just a small chamber design? Or did I read previous posts wrong about the two being identical? Just thinking out loud here.
I've already finished the swap myself, but I totally support what's being done here. There's little I like better than trying to outsmart the factory with a good hybrid. Like the good old Chevy 383, or the 5S-GTE(as the 2.2 3S is known). Yeehaw for trying, I say. Especially since 5VZ's are only available if someone totals their ride at this point. I'm into my swap about $3500(granted, a fair portion of that was 'upgrades' like exhaust, new O2 sensors, etc.) at this point without touching the internals of a "supposed" 80K mile donor. I have a friend with the 3.0 right now watching this thread who is highly interested in a lower cost method to similar power. We ran light to light the other night and he's a little bummed.
I would honestly like to see a 5S-GTE swap in a truck. If I get this new job I might just try that. I have a friend that will give me a donor 2WD truck. Would make for a good mud or dune truck(in a 4WD).......wouldn't be a crawler at all.
I'll try to find what I was thinking about in that post......it obviously wasn't a 3VZ crank.
I'll get this done as soon as I can for your friend, but I really need to get this timing issue worked out. After that we're in the green. I'm excited to get my engine done. I't's going to run like a sewing machine after being balanced and blueprinted.