Best Of Uzfe Mix-n-match

[42GAMI]

anyone got any ideas about building the strongest UZFE using stock parts from either the 1, 2, or 3 UZFE? i know each motor has its pros and cons but which parts are the best to use from what? heads here rods there, cams here cranks there, etc.

end result in engine displacement.

how many psi of boost should it handle?

 

[R-Jay]

i imagine the 2uzfe block and crank would be able to handle the most outright power being a cast iron block versus alloy.

1uz head would be better than the 2uz anyday... unsure whether the 3uz head would fit, but if it did i bet it flows better.

as for rods, i think they're all the same.

 

[42GAMI]

THANKS, THAT MAKES SENSE.


about using 1uz heads, how much HP gain could i expect if i slapped it on a 2uz already making 240HP?

 

[Toasted Coastie]

can you actually just "slap" 1uz heads on a 2uz?

 

[turboandrew]

How do we know the 2uz head is so bad? It has the same "better" intake port design as the late 1uz and 3uz motors. Since it's 4.7l, maybe it already has a good valve size. I am not saying it's great; I'd just like to know why anyone thinks it's bad.

 

[928s]

What do we know about the 2uz-fe crank? Is it cast or a forged item? Also what about the 3 uz-fe block, can it be bored out to the 94 mm that the 2uz-fe has? I believe the 3uz-fe engine has a special bore material and this requires the iron coated pistons. I know about iron coated pistons as my Porsche uses them. They make changing pistons almost impossible. You need to nicasil the block and then use a Je or a wiseco piston.


You cannot put a steel sleeve in a Porsche 928 successfully. There was a motor around that produced 711 hp but blew up on the dyno due to the webbing cracking. It cracked because the sleeve made it too thin. Nicasil can add a little strength but the bore might still trumpet. Steel liners are good at stopping this. It is really the only thing they are good for. Nicasil is now being used with DLC diamond like carbon, it has almost no friction, which is great for high rpm engines. This is expensive.

Do we know the weight of the 3uz-fe engine? I heard it was lighter than the two previous engines, not that suprising given one was cast iron. Also what do we know about the 5.2 liter JTCC engines, how are they done? I would be happy with 4.7 liters as long as it had quality components and its durabilty didn't suffer. How much are billets rods for these? Yes I know alot of questions, thanks in advance.

Greg.

 

[offroadr1]

i can tell you that the 1uz rods are much beefier than the 2uz rods. also that valves are bigger in the 1uz head than the 2uz. i have some very specific numbers that i can post later.
joey

 

[928s]

That will be very interesting Joey, thanks Greg

 

[offroadr1]

this may end up jumbled but ill gve it a try
SS0OQ–07
– SERVICE SPECIFICATIONS ENGINE MECHANICAL (2UZ–FE)
SS–9
186 Author: Date:
2003 TOYOTA TUNDRA (RM956U)
ENGINE MECHANICAL (2UZ–FE)
SERVICE DATA
Compression
pressure
at 250 rpm STD
Minimum
Difference of pressure between each cylinder
1,324 kPa (13.5 kgf/cm2, 192 psi) or more
981 kPa (10.0 kgf/cm2, 142 psi)
98 kPa (1.0 kgf/cm2, 14 psi) or less
Valve clearance at cold Intake
Exhaust
Valve clearance adjusting shim No. 00
02
04
06
08
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
80
0.15 – 0.25 mm (0.006 – 0.010 in.)
0.25 – 0.35 mm (0.010 – 0.014 in.)
2.000 mm (0.0787 in.)
2.020 mm (0.0795 in.)
2.040 mm (0.0803 in.)
2.060 mm (0.0811 in.)
2.080 mm (0.0819 in.)
2.100 mm (0.0827 in.)
2.120 mm (0.0835 in.)
2.140 mm (0.0843 in.)
2.160 mm (0.0850 in.)
2.180 mm (0.0858 in.)
2.200 mm (0.0866 in.)
2.220 mm (0.0874 in.)
2.240 mm (0.0882 in.)
2.260 mm (0.0890 in.)
2.280 mm (0.0898 in.)
2.300 mm (0.0906 in.)
2.320 mm (0.0913 in.)
2.340 mm (0.0921 in.)
2.360 mm (0.0929 in.)
2.380 mm (0.0937 in.)
2.400 mm (0.0945 in.)
2.420 mm (0.0953 in.)
2.440 mm (0.0961 in.)
2.460 mm (0.0969 in.)
2.480 mm (0.0976 in.)
2.500 mm (0.0984 in.)
2.520 mm (0.0992 in.)
2.540 mm (0.1000 in)
2.560 mm (0.1008 in.)
2.580 mm (0.1016 in.)
2.600 mm (0.1024 in.)
2.620 mm (0.1031 in.)
2.640 mm (0.1039 in.)
2.660 mm (0.1047 in.)
2.680 mm (0.1055 in.)
2.700 mm (0.1063 in.)
2.720 mm (0.1071 in.)
2.740 mm (0.1079 in.)
2.760 mm (0.1087 in.)
2.780 mm (0.1094 in.)
2.800 mm (0.1102 in.)
Ignition timing w/ Terminals TC and CG connected of DLC3 8 –12° BTDC @ idle
Idle speed – 700 ± 50 rpm
Timing belt
tensioner
Protrusion from housing end 10.5 – 11.5 mm (0.413 – 0.453 in.)

 

[offroadr1]

Cylinder head Warpage Maximum
Valve seat
Refacing angle
Contacting angle
Contacting width
Valve guide bushing bore diameter STD
O/S 0.05
Cylinder head bolt thread inside diameter STD
Minimum
Protrusion height Intake
Exhaust
0.10 mm (0.039 in.)
30°, 45°, 60°
45°
1.0 – 1.4 mm (0.039 – 0.055 in.)
10.285 – 10.306 mm (0.4049 – 0.4057 in.)
10.335 – 10.356 mm (0.4069 – 0.4077 in.)
9.810 – 9.960 mm (0.3862 – 0.3921 in.)
9.70 mm (0.3819 in.)
9.2 – 9.8 mm (0.362 – 0.386 in.)
8.2 – 8.8 mm (0.323 – 0.346 in.)
Valve guide
bushing
Inside diameter
Outside diameter (for repair part) STD
O/S 0.05
5.510 – 5.530 mm (0.2169 – 0.2374 in.)
10.333 – 10.344 mm (0.4068 – 0.4072 in.)
10.383 – 10.394 mm (0.4088 – 0.4092 in.)
Valve Valve overall length STD Intake
Exhaust
Minimum Intake
Exhaust
Valve face angle
Stem diameter Intake
Exhaust
Stem oil clearance STD Intake
Exhaust
Maximum Intake
Exhaust
Margin thickness STD Intake
Exhaust
Minimum
95.05 mm (3.7421 in.)
95.10 (3.7441 in.)
94.55 mm (3.7224 in.)
94.60 mm (3.7244 in.)
44.5°
5.470 – 5.485 mm (0.2154 – 0.2159 in.)
5.465 – 5.480 mm (0.2152 – 0.2157 in.)
0.025 – 0.060 mm (0.0010 – 0.0024 in.)
0.030 – 0.065 mm (0.0012 – 0.0026 in.)
0.08 mm (0.0031 in.)
0.10 mm (0.0039 in.)
1.00 mm (0.039 in.)
1.00 mm (0.039 in.)
0.5 mm (0.020 in.)
Valve spring Deviation Maximum
Free length
Installed tension at 35.0 mm (1.378 in.)
2.0 mm (0.079 in.)
54.1 mm (2.130 in.)
204 – 226 N (20.8 – 23.0 kgf·cm, 45.9 – 50.7 lbf)
Valve lifter Lifter diameter
Lifter bore diameter
Oil clearance STD
Maximum
30.966 – 30.976 mm (1.2191 – 2.2195 in.)
31.000 – 31.016 mm (1.2205 – 1.2211 in.)
0.024 – 0.050 mm (0.0009 – 0.0020 in.)
0.07 mm (0.0028 in.)
Camshaft Thrust clearance STD Intake
Exhaust
Maximum
Journal oil clearance STD
Maximum
Journal diameter
Circle runout
Cam lobe height STD Intake
Exhaust
Minimum Intake
Exhaust
Camshaft gear backlash STD
Maximum
Camshaft gear spring end free distance
0.040 – 0.085 mm (0.0016 – 0.0033 in.)
0.030 – 0.075 mm (0.0011 – 0.0030 in.)
0.12 mm (0.0047 in.)
0.030 – 0.067 mm (0.0012 – 0.0026 in.)
0.10 mm (0.0039 in.)
26.954 – 26.970 mm (1.0612 – 1.0618 in.)
0.08 mm (0.0031 in.)
41.94 – 42.04 mm (1.6512 – 1.6551 in.)
41.96 – 42.06 mm (1.6520 – 1.6559 in.)
41.79 mm (1.6453 in.)
41.81 mm (1/6461 in.)
0.020 – 0.200 mm (0.0008 – 0.0079 in.)
0.30 mm (0.0188 in.)
18.2 – 18.8 mm (0.712 – 0.740 in.)
Manifold Warpage Maximum Intake
Exhaust
0.15 mm (0.0059 in.)
0.50 mm (0.0197 in.)

 

[offroadr1]

Cylinder block Cylinder head surface warpage Maximum
Cylinder bore diameter STD STD Mark 1
2
3
Maximum STD
O/S 050
Main bearing cap bolt tension portion diameter STD
Minimum
0.07 mm (0.0028 in.)
94.002 – 94.010 mm (3.7009 – 3.7012 in.)
94.010 – 94.023 mm (3.7012 – 3.7017 in.)
94.023 – 94.031 mm (3.7017 – 3.7020 in.)
94.231 mm (3.7099 in.)
94.731 mm (3.7296 in.)
10.760 – 10.970 mm (0.4236 – 0.4319 in.)
10.40 mm (0.4094 in.)
Piston and piston
ring
Piston diameter STD Mark 1
2
3
O/S 0.50
Piston oil clearance STD
Maximum
Piston ring groove clearance No. 1
No. 2
Piston ring end gap STD No. 1
No. 2
Oil
Maximum No. 1
No. 2
Oil
93.902 – 93.912 mm (3.6969 – 3.6973 in.)
93.912 – 93.920 mm (3.6973 – 3.6976 in.)
93.920 – 93.930 mm (3.6976 – 3.6980 in.)
94.402 – 94.430 mm (3.7166 – 3.7177 in.)
0.090 – 0.111 mm (0.0035 – 0.0044 in.)
0.13 mm (0.0051 in.)
0.030 – 0.080 mm (0.0012 – 0.0031 in.)
0.030 – 0.070 mm (0.0012 – 0.0028 in.)
0.300 – 0.500 mm (0.0118 – 0.0197 in.)
0.400 – 0.650 mm (0.0157 – 0.0256 in.)
0.130 – 0.480 mm (0.0051 – 0.0189 in.)
1.10 mm (0.0433 in.)
1.20 mm (0.0472 in.)
1.15 mm (0.0453 in.)
Connecting rod Thrust clearance STD
Maximum
Connecting rod thickness
Connecting rod oil clearance STD
Maximum
Connecting rod bearing center wall thickness (Reference)
Mark 2
3
4
5
6
7
Rod bend Maximum per 100 mm (3.94 in.)
Rod twist Maximum per 100 mm (3.94 in.)
Bushing inside diameter
Piston pin diameter
Bushing oil clearance STD
Maximum
Connecting rod bolt tension portion diameter STD
Minimum
0.160 – 0.290 mm (0.0063 – 0.0138 in.)
0.35 mm (0.0138 in.)
22.880 – 22.920 mm (0.9008 – 0.9024 in.)
0.027 – 0.053 mm (0.0011 – 0.0021 in.)
0.065 mm (0.0026 in.)
1.484 – 1.487 mm (0.0584 – 0.0585 in.)
1.487 – 1.490 mm (0.0585 – 0.0587 in.)
1.490 – 1.493 mm (0.0587 – 0.0588 in.)
1.493 – 1.496 mm (0.0588 – 0.0589 in.)
1.496 – 1.499 mm (0.0589 – 0.0590 in.)
1.499 – 1.502 mm (0.0590 – 0.0591 in.)
0.05 mm (0.0020 in.)
0.15 mm (0.0059 in.)
22.005 – 22.014 mm (0.8663 – 0.8667 in.)
21.997 – 22.006 mm (0.8660 – 0.8664 in.)
0.005 – 0.011 mm (0.0002 – 0.0004 in)
0.05 mm (0.0020 in.)
7.200 – 7.300 mm (0.2835 – 0.2874 in.)
7.00 mm (0.2756 in.)
Crankshaft Thrust clearance STD
Maximum
Thrust washer thickness
Main journal bore diameter on cylinder block
(with main bearing)
Main journal oil clearance STD
Maximum
Main journal diameter
0.020 – 0.220 mm (0.0008 – 0.0087 in.)
0.30 mm (0.0118 in.)
2.440 – 2.490 mm (0.0961 – 0.0980 in.)
66.986 – 67.000 mm (2.6372 – 2.6378 in.)
0.040 – 0.058 mm (0.0016 – 0.0023 in.)
0.070 mm (0.0028 in.)
66.988 – 67.000 mm (2.6373 – 2.6378 in.

 

[offroadr1]

Crankshaft
(cont’d)
Main bearing center wall thickness (Reference)
No. 1 and No. 5 Mark 3
4
5
6
7
Others Mark 1
2
3
4
5
Crank pin diameter
Circle runout Maximum
Main journal taper and out–of–round Maximum
Crank pin taper and out–of–round Maximum
2.481 – 2.484 mm (0.0977 – 0.0978 in.)
2.484 – 2.487 mm (0.0978 – 0.0979 in.)
2.487 – 2.490 mm (0.0979 – 0.0980 in.)
2.490 – 2.493 mm (0.0980 – 0.0981 in.)
2.493 – 2.496 mm (0.0981 – 0.0983 in.)
2.481 – 2.484 mm (0.0977 – 0.0978 in.)
2.484 – 2.487 mm (0.0978 – 0.0979 in.)
2.487 – 2.490 mm (0.0979 – 0.0980 in.)
2.490 – 2.493 mm (0.0980 – 0.0981 in.)
2.493 – 2.496 mm (0.0981 – 0.0983 in.)
51.982 – 52.000 mm (2.0465 – 2.0472 in.)
0.08 mm (0.0031 in.)
0.02 mm (0.0008 in.)
0.02 mm (0.0008 in.)

 

[offroadr1]

i also have specs for 2uz and 3uz but ill have to post them later

 

[928s]

Hi offroad1, man that was a lot of work to supply all that info, really appreciate it. Well done. I'm interested in the 3uz engine especially some pics of all the vital bits, such as the block, rods, heads and camshaft timing and the camshaft mechanisn. Has it got finger followers? That is superior to buckets. Also I hear that the 3uz engine has better flowing heads. On the down side their pistons are iron coated to run in that bore. That means nightmares for piston replacements. Just ask me I own a Porsche that uses the same system, pistons are made by Mahle and are expensive as hell. So maybe I should use the 1uz block with 3 uz heads? Also I have been thinking about boost, as it seems getting greater capacity is super expensive. The downside of that is weight. I'm going to start a thread to try and determine the extra weight of the turbo sytem.

Cheers and all info is always appreciated.

Greg

 

[Djdot2k]

Wait a sec, Were those specs on the 1uz-fe, cause i saw->2003 TOYOTA TUNDRA (RM956U) ENGINE MECHANICAL (2UZ–FE)

BTW, are these on the sc cd's or the manual's?

 

[offroadr1]

those are 2uz specs
not from either source.

 

[speeed_dmonx]

what about 3-uzfe cams in a 1uzfe vvti for more lift? anybody know?

 

[Anaema]

it seems to me that 3US head on a 1UZ block would be a bad idea. the increase in displacement is likely from increasing the bore, which means the valves might be bigger, making a fitment problem.

 

[42GAMI]

id like to eventually build a mild 2uz to handle 15 psi. im cheap, so im looking at combinding the best of each motor to build something reasonably strong an reliable. specifically, which motor features the best of the following and will they fit on a 2uzf?

heads
pistons
rods
crank
cams

im looking for things that wont require a machine shop to modify, just stock parts.

i already know the 2uzf rods are lousy. are the 1uzf rods the best choice of the 3 and is it a direct replacement?

... and thanks for all the hard work that has already been posted in this thread.

 

[milnersXcoupe]

1-2-3 choose

Coming from a Detroit iron background - bore / stroke / torque make it all happen.


That said - it's the 2UZ FE that is the chosen one - which - is the platform that Toyota chose to use in a Racing Program - so I've read.


For a drop in swap - the complaints are 2:


1. Extra 82 lbs. weight over an Alloy block.

2. Extra height of the 'Torque Maker' manifold [ like the 'Tunnel Ram' manifolds of 427 fame - I say put a 'blister' on the hood - enjoy]



The iron block is very 'stable' - weight gain is marginal - move your battery
to the trunk.

The cylinder heads from all accounts - have larger ports / flows more / flows better than the 1 - 3 Uzzies in stock form.

All but the early 1 Uzzies need con rod / piston upgrades and if you're going to the trouble of changing out rods - throw in some forged ceramic top coated pistons - hell, read the Thread on Crankshafts 'n get the 3.31" crank stroked
.25" -> 3.56" ...... 4.6 Cobra is 3.55"........ 5.0 Mach 1 is 3.80" .....Navi 5.4 is 4.17"


4.7 2 UZ is 270+HP / 300+torque stock - how fast do you want to go ?


With Manley Rods / CP pistons and a single Turbo - stupid 5/700HP.

The Cobra guys are burning pistons at 600HP - belt drive blowers are
shattering the oil pumps from harmonics - head cooling on #7 & #8 causing detonation - rod bearings wiping as pump pulls all the oil out of the pan - timing chains pulling oil out of the pan - huge heating problems on stock and modified engines - two separate kits just to address coolant flow - they're still working on eliminating cavitation behind the combustion chambers [air pockets] now thinking of using a reverse flow pump - not out yet.



http://tinyurl.com/ythzdk



On forced induction engines - Ford SVT has gone back to Iron blocks / alloy heads......hmm.

Their Boss 5.4 NVH cyl. block is about 212lbs. - Noise/Vibration/Harmonics.

Bore x Stroke:, 3.552 x 4.165 inches / 90.22 x 105.8 mm

The 2 UZ is 94mm/3.70" x 3.31"

'Ultimate' engine for me ?

The 2 UZ FE camshaft belt drive system on a 5.7 Tundra motor > it is an Alloy block < and sports a 4.02" stroke - 382HP stock...... sold baby!

I don't want a chain driven valve train - whipping / airating / heating / pulling it out of the pan area - thank you - it is a big step backwards for Toyota...... but the whiners on the Tundra Forums can't seem to remember to change the drive belt at ..... like 80 thousand miles for christ sakes ?

So now it is the weight of the chain 'n sprokets 'n tossing the oil around - airating the oil - adding extra heat to the oil - ......... yay.:rant:


Will it be possible to fit the 3.70" bore 2UZ FE belt drive to the 3.70" bore
5.7 shortblock ?

I don't know yet - but if it is possible - I'll own it eventually - stroke is torque and slams you back in the seat - torque kicks ass.

But...... I haven't the physical dimensions of the 5.7 yet.......... that 5.4 Navi engine is one tall mutha without the intake on...... they are lowering their crossmembers to fit them into Cobra Mustangs........ and hassling with intakes


so.....Until then - it's The 2 UZzie FE for me.