Some more information on
my supercharged 1UZ project.
My race car currently has a 1.5JZ in it with a race-modified A340-series automatic transmission and high stall (4200) torque converter from MV Automatics in Australia. I have really enjoyed this engine/trans combination in my drag truck for many years, won many races, and have run very quick in a very light car (10.60s at 135mph in a 1800 pound, short wheel base car).
But . . . "turbo" is just another word for "muffler" to me . . . and I was suffering from "Wup-Wup Envy": I missed the sound (hell, SONG) of an open-header V-8 race engine. So I decided to go with a V-8. Being in Bangkok made an American V-8 too expensive. Fortunately, the 1UZ is incredibly cheap here, so I bought one. I also had a very good Vortec V9 supercharger (and pulleys), an good used AEM ECU, and a new set of Kelford cams fall in my lap at good prices, so I am running with it.
I have already had a new deep rear-sump oil pan fabricated and the cams installed. I have obtained the 1UZ auto bell housing and had the 1UZ ring gear machined to accept the 2JZ torque converter and race transmission I already have (see photo).
I am planning on going over to the 1UZ in two phases: Phase one - get it running and race it -- quickly and as cheaply as possible. For this I have added a composite 2mm head gasket (retaining the standard head bolts) for an estimated 9.25 compression ratio with the standard internals (pistons and rods), and adding the "yellow top" 430cc top-feed injectors. I am assusming not much boost down low, and a max boost of 10 pounds at near 7000rpm at the finish line. This should work on the race gas I use here. I only need to "run my number" (11.90) at the drag strip to be competitive. I am not looking for huge horsepower, or "as much horsepower as I can get" (another way of saying, "When will it break?"). I need around 400RWHP to run low 11 second e.t.s in my racer. This is a "race car only".
Phase two will be to build a proper race short block with forged pistons, ARP studs and bolts everywhere, even larger injectors, and big forged rods, or perhaps, aluminum race rods (they cost the same). To this I may add a NOS system where only four NOS nozzles feed the 8 intake manifold runners (see photo . . . NOS nozzle locations in red . . . spraying down in a fan pattern). This motor would be used to run the same brackets, but at a faster finish line speed, and/or qualifying for special events, where I may want to hit a 9.99 e.t. for an "Oh Wow!" crowd reaction. That's the plan.
I'll keep you all posted.
Dr. Jeff harper
Harper Racing Bangkok
I'm a fan of over engineering but you're being perhaps a tad paranoid on that one ;-)
