Tomasberkut
New Member
Hello there!
This is my first topic over here, so i would like to say hello to all you guys!
Ok, first of all. I own a 97, 30000km (19000 miles), almost brand new 1UZFE wich i would like to build as a n/a engine. The engine will be installed in a very light weight space frame, double A suspension etc. (this aint the topic of the discusson
), turbocharging would add weight (turbochargers, intercoolers, pipes etc, and were talking about a 500-600kg car) so its basicly excluded. It will run on a SA system so the management wont be any problem, the ignition will be run on EDIS 8, wasted spark system, due to the characteristics of the system i will be limited to about 8200-8500rpm (it cant be pushed higher due to the communicating protocol EDIS uses, the amout of time the engine rotates by 1 revolution would be shorter than 1 "word" between the SA and EDIS).
There are no space limitations, this means the exaust manifold, as well as the intake can be formed in any way i like.
Now, end of my jabbering.
The 1UZFE engine has a bore to stroke ratio of 1.94:1 wich means its a perfect candidate for a high revving engine. 81mm of bore is a decent amount of stroke, the piston acceleration values shouldnt be high like it would be in a longer stroke engine. Normally i work on Ford engines and theese (with a worse bore /stroke ratio, wimpy rods, 86mm stroke and MUCH heavyer pistons) will revv up to 8500rpm (DOHC 8V engine, balanced internals).
There were many rumours on how high can the UZ engine be revved. Some peapole say revving it past 7000 is asking for trouble, wich seems kind of low taking the 6500 stock rev limit and engine construction in to account. On the other hand 9000 rpm seems a little too high for an engine that has to stand some track day use for more than a few minutes. I would like to end the rumours going through a few topics over here and hear the facts: how high did you guys revv your engines. Not how high did you hear someone was revving.
If i was to judge i think 8000-8300rpm is archieveble. How would i prepare the engine:
Shot peening the rods for stress reliving and polishing them would increase the stress resistance of the rods as there wouldnt be any place where the crack could start forming. Chopping off the balancing weights off the con rods, making them lighter would be a proper idea.
The pistons in the 1UZFE do not use any coating on the sides if i remember from Lextreme's articles, adding some coating would reduce the friction by a large amount, this is not directly related to revv limiting but the higher the revs the bigger the friction and that means unnecesary heat and power losses. It would be possible to shave some weight of the pistons but is it worth it ? I dont think so.
Balancing the entire rotating assembly is of course the finishing touch to the bottom end. Of course certain modifications to the cranck would be needed, chamferring the oil holes for example. I would like my bearings to be properly oiled @ 8000rpm
1UZFE/post 98 1UZFE/ 3UZFE. I have read that the 3UZFE rods are thinner, wich means they wieght less, but on the other hand can take less abuse, wich is better ? Im not exacly convinced the thinner rods will be better for a 8-8500rpm redline. Piston weight. The 3UZFE pistons have a larger diameter, normally this would mean the are bigger and heavyer. Is this a fact ? Or is the extra 0.3 litre worth it, limiting the revs on the other hand ?
The VVTI/non VVTI heads. Maybe i will start a war but im not exacly convinced that the VVTI high flowing head is absolutelly needed for a mild n/a engine. By utilising a non VVTI head with smaller ports we can archieve a high velocity port engine, wich should have more puff to a certain power level, after wich the flow would simply limit the engine. Mind you im thinking of archieving the 100hp/litre goal, this would mean 400 bhp out of a small port UZFE.
Valve springs, valves and buckets. Will the stock diameter valves be enough for 400bhp ? Is the 1mm bigger valve off a 2jzGE worth the hassle ? As far as i have read it can be used with a 2UZFE shimless bucket. Would it be possible to modify the stock bucket / shim to fit the longer supra valves ? As far as i know this would be possible and with the 2jzge springs it would be safe to revv the engine to 8xxx rpm.
Oil pump, water pump. Are there any issued with theese 2 ? There is no way i can do anything to the oil pump, this would me my limiter. What about the water pump. Does it need an underdrive pulley ? Do peapole experience any problems with cavitation ?
Any ideas about the con rod bolts ? Are they man enough for the job ?
The car will be used for some daily driving (street racing nights, with a Escort diesel '86 bodywork) and track day events. 5000km / year max.
Due to the nature of the country i live in getting aftermarket parts is a hassle, machining is very expensive so im limited to as much off the shelf parts and doing everything myself exept specialised operations like balancing etc.
Tomas
This is my first topic over here, so i would like to say hello to all you guys!
Ok, first of all. I own a 97, 30000km (19000 miles), almost brand new 1UZFE wich i would like to build as a n/a engine. The engine will be installed in a very light weight space frame, double A suspension etc. (this aint the topic of the discusson
), turbocharging would add weight (turbochargers, intercoolers, pipes etc, and were talking about a 500-600kg car) so its basicly excluded. It will run on a SA system so the management wont be any problem, the ignition will be run on EDIS 8, wasted spark system, due to the characteristics of the system i will be limited to about 8200-8500rpm (it cant be pushed higher due to the communicating protocol EDIS uses, the amout of time the engine rotates by 1 revolution would be shorter than 1 "word" between the SA and EDIS).There are no space limitations, this means the exaust manifold, as well as the intake can be formed in any way i like.
Now, end of my jabbering.
The 1UZFE engine has a bore to stroke ratio of 1.94:1 wich means its a perfect candidate for a high revving engine. 81mm of bore is a decent amount of stroke, the piston acceleration values shouldnt be high like it would be in a longer stroke engine. Normally i work on Ford engines and theese (with a worse bore /stroke ratio, wimpy rods, 86mm stroke and MUCH heavyer pistons) will revv up to 8500rpm (DOHC 8V engine, balanced internals).
There were many rumours on how high can the UZ engine be revved. Some peapole say revving it past 7000 is asking for trouble, wich seems kind of low taking the 6500 stock rev limit and engine construction in to account. On the other hand 9000 rpm seems a little too high for an engine that has to stand some track day use for more than a few minutes. I would like to end the rumours going through a few topics over here and hear the facts: how high did you guys revv your engines. Not how high did you hear someone was revving.
If i was to judge i think 8000-8300rpm is archieveble. How would i prepare the engine:
Shot peening the rods for stress reliving and polishing them would increase the stress resistance of the rods as there wouldnt be any place where the crack could start forming. Chopping off the balancing weights off the con rods, making them lighter would be a proper idea.
The pistons in the 1UZFE do not use any coating on the sides if i remember from Lextreme's articles, adding some coating would reduce the friction by a large amount, this is not directly related to revv limiting but the higher the revs the bigger the friction and that means unnecesary heat and power losses. It would be possible to shave some weight of the pistons but is it worth it ? I dont think so.
Balancing the entire rotating assembly is of course the finishing touch to the bottom end. Of course certain modifications to the cranck would be needed, chamferring the oil holes for example. I would like my bearings to be properly oiled @ 8000rpm
1UZFE/post 98 1UZFE/ 3UZFE. I have read that the 3UZFE rods are thinner, wich means they wieght less, but on the other hand can take less abuse, wich is better ? Im not exacly convinced the thinner rods will be better for a 8-8500rpm redline. Piston weight. The 3UZFE pistons have a larger diameter, normally this would mean the are bigger and heavyer. Is this a fact ? Or is the extra 0.3 litre worth it, limiting the revs on the other hand ?
The VVTI/non VVTI heads. Maybe i will start a war but im not exacly convinced that the VVTI high flowing head is absolutelly needed for a mild n/a engine. By utilising a non VVTI head with smaller ports we can archieve a high velocity port engine, wich should have more puff to a certain power level, after wich the flow would simply limit the engine. Mind you im thinking of archieving the 100hp/litre goal, this would mean 400 bhp out of a small port UZFE.
Valve springs, valves and buckets. Will the stock diameter valves be enough for 400bhp ? Is the 1mm bigger valve off a 2jzGE worth the hassle ? As far as i have read it can be used with a 2UZFE shimless bucket. Would it be possible to modify the stock bucket / shim to fit the longer supra valves ? As far as i know this would be possible and with the 2jzge springs it would be safe to revv the engine to 8xxx rpm.
Oil pump, water pump. Are there any issued with theese 2 ? There is no way i can do anything to the oil pump, this would me my limiter. What about the water pump. Does it need an underdrive pulley ? Do peapole experience any problems with cavitation ?
Any ideas about the con rod bolts ? Are they man enough for the job ?
The car will be used for some daily driving (street racing nights, with a Escort diesel '86 bodywork) and track day events. 5000km / year max.
Due to the nature of the country i live in getting aftermarket parts is a hassle, machining is very expensive so im limited to as much off the shelf parts and doing everything myself exept specialised operations like balancing etc.
Tomas
