N/A or FI?

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Lextreme II

Lextreme II

Active Member
Yes its a big dilemma. FYI, I just sold my LS400T and perhaps getting another first generation LS400. Anyway, I plan to put in an iron block along with stroking it. It will be 5.0-5.1L and the dilemma would be NA or FI. My goal is to have good lower end torque and power. I plan to make the engine either 9.5 for FI or 10.5 for NA. As for the heads. Just porting perhaps will a set of regrind cams and SS headers. What do u think?

P.S. By FI I meant supercharger specifically Twin Screw.....
 
N/A i'd go with an aluminium bloc.

and i'd go 11:1 compression with 94 octane pump fuel (is it available in the US?)

or keep the 10.5 comp ratio, and if the engine doesn't pull enough for you, just install the supercharger and keep all you other mods. That's the beauty of the supercharger, you keep your headders.
 
N/A? A good set of big camshafts & big ports will kill off static compression ratio. You'll need atleast a 13:1 CR on big cams.

Between N/A & FI I'd go with the twin screw.
 
No question FI will give you the best result...you have had the taste Lex, how could you consider anything else ;)
 
I'm with Justen; for a heavy luxury car like the LS, I think you'd be happier with a SC than a naturally aspirated setup. Plus you'll still be able to get the hood closed with a SC. With an ITB setup, tuned for the low end response that you want, I'd bet you'd have hood clearance issues.

At the end of the day, with a car like the LS400, I'd think you'd want to keep the sleeper appearance, but give it enough grunt to surprise a few Mustangs and other large high powered cars. You don't really want to transform the basic character of the car do you?

Now if you were building a 1000kg racecar, ITB's on a 5.0 litre motor would certainly be a hot setup. That or just start with a Supra instead of another LS400.
 
AHhh, now I know what happen to your older LS400T....Hope you got what you wanted for it....

Lex, I would say if that baby is your daily driver just supercharge it...You don't want all the N/A mod's that really just take away the luxury aspect of your LS400 (exhaust, cams, etc..)..... Just my opinion.... Why not single turbo it again? Seems like that's the most cost effective means to more impressive power?
 
dang that sucks you sold the car and you never got the tune or hp you wanted right? why would you start with another ls400, wouldn't you want to go lighter if you want to go fast?
 
I think I can answer those questions.....LEX has got a built Ford Cobra sitting in his garage that smokes all the past and present LS400's... The LS400's are just his play toys....
 
with the iron block uz you already got some big torque numbers out of the box and a stroker just adds more low end grunt. up the compression, cams, some tuning plus other goodies you could hit 350 hp+. Hit that sucker NA style.

BTW, i take it you'll be running non VVTi?
 
I most likely would stay with N/A. We did some desktop dyno with stock upper. Its just a block change with stroke.

Stock: 257hp/264tq
Stroke: 264hp/333tq

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With mild cams, port heads and exhaust:
 
My vote is for a 4.0 1UZ, lower comp pistons, S/C intake from down under, and a whipple 140AX twin screw. Should be able to do 500 rwhp / 500 tq very easily, with tons of low end power.
 
A Whipple 140AZX twin screw charger with the appropiate fitable intake won't fit height wise under the hood of an SC400 and I am sure the same would be for an LS400...I love the Whipple chargers anyway though and that would be awesome!!!!!
 
Thats a big arse increase in torque-but until the cams/heads/exhust have been done the curve is a bit crazy when compared with the horsepower. The iron block is certainly immpressive, even for the extra weight... I suppose the extra low end torque would sufficiently make up for that. If you are going iron, you might as well go blown too-no sense in doing things by half, unless money is a large part of the equation.
 
The really, really funny part. Is that in the SAE paper I've read submitted by Toyota & Toyota engineers in charge of the v6 & v8 developement programs in the early 90's. The cylinder walls became 20% stiffer when they went from iron, to aluminum blocks. Odd...

Even tho they always used iron blocks in the truck platforms (heavy duty). Basically until right now.

I never understood that one.
 
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