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You know the old saying Jibbby -- 'big man big p%***, little man ALL p&^$*'.

Don't know part number but I think if you asked for LS400 bolts and don't mention 'import' a Lexus dealer would be able to supply. Are you sure the bolts didn't bottom out and both spacer plates are fitted ?

Striker, Roof of port has been raised, cut out for injector has almost gone. Floor is std for the moment. Every time we change port/manifold dimensions I have to make a new manifold ! 50mm is the size used on the 3ltr DFV's and the Judd. Some theoretical velocity's, at 14.7psi atmospheric...

The chart is our big valve race head, in conjunction with the o/s valves raising the port roof has a big influence on flow figures. I don't have figures for std heads but I suspect raising the roof would be beneficial. You can't do this with a std manifold though.

G'day Thomas, A rebuilt DFV/DFR and 4 ltr DFL will cost 70/80,000 USD with a 30 hour life. A rebuild at 30 hrs will cost around 30,000 USD. I have seen some advertised cheaper but they probably need rebuilds + new rods,crank etc. The 1UZ is close to the same weight (168 kg), bhp (DFV -510, DFL...

Hey Jake - Custom headers for race vehicles cost quite a bit more than that. I just completed a 4 cyl set from stainless - $1200 USD for material alone, plus freight etc, $2000 AUD landed, then I had to make them, try to make a profit and keep the customer happy !

There are some dyno figures with ITB's and std lower manifold here http://www.v8soarer.com/itb2/index.shtml#Issues The telling difference to me is that max power was around 5600 and falling sharply, where our straight intake runner showed max power at 6500 and dropped 2% at 7000. In car the...

You need a decent fuel AND ignition computer. Yes - cam timing will change No - not with std cams or manifold Yes - ITB's required Yes - 7500+ rpm with std heads and cams + ITB's (NOT with std lower manifold though) Engine dyno graph at http://lextreme.com/forums/showthread.php?t=6898 post #9

John, We considered the Dailey Eng. integrated sump/oil pump, he was supplying TRD for the Lexus/Grand Am engines. As the sump on the Reynard is the lower engine mount we could not use the Dailey setup, went with one of his pumps though and we have a bunch of snakes with all the hoses. The...

I doubt that you will get a cost effective or reasonable gain by 'porting' the early 1UZ manifold/head. The main problem is the manifold/head angle change creating turbulence and disturbing flow through the valve. You would get some gains by modifying this area but I feel it is a lost cause...

98 Nm, 72 lb/ft

Weather has been a bit extreme lately. 40 dec C days so intake manifold could easily be 100 deg C +. My Celsior is running OK but I'm not going to burn my hand to find out for you :rant: Would rather keep my hand cool with a beer in it !

2nd throttle plate is traction control and driven by the ECU.

You do have the original cold air intake still connected ?

EFI high pressure pumps are a roller type pump and will not 'suck' through the restriction of a filter.

Not an issue with N/A. For any reasonable gains velocity is too high anyway.

With the Autronic system the reference signal can not be within 10 deg of a crank signal. Motec may run with 360 ref slots, but I will not take the chance that it may cause problems. With cam driven sensors I run outer Cyl sync slots and 1 slot for Ref because I KNOW it will not give problems.

I think they are talking about 1UZ's for NZ speedway classes. Quoted bhp is flywheel not rear wheel. Seems reasonable to me for an assembled long 1UZ at 460bhp. How much per hour would you guys charge your labour at if you had to earn your living doing this ?

That's a bold statement and is OK up to a point, but be wary if you are using high rpm and piston speeds, a cast piston will not hang together. Would you run your engine to 8000+ rpm on cast pistons ?

And enjoying it !!!!!!!