6G Celicas Forums

Pull off those 'rubber' Oil Lines and install the Braided Aircraft Lines before you street this.

Braided Aircraft Lines are not a creation for the 'Rice' 'ronies - it was created because 'rubber' lines that have flaws - can burst - rupture - pin hole to gusher.

Engine Fires - loss of traction - lack of Engine Oil Pressure are valid reasons to run some Earl's products in for Cheap Insurance.

......... go ahead Elvis - punish 'em

Valves ?

- you can install some Ferra valves or Manley to take the 9K rpm gaff - along with new locks and Titanium keepers.

The cam you have IS a Torque Cam - power band 'spread's are normally 4,000 rpm - so after a 1,200 rpm launch your engine makes its' most power up to 6,000 rpm - at which point - the valve timing is no longer such that it is in sync with the engines speed - opening and closing at the wrong times - so your engine goes 'Flat'.

Measure out the distance from when your rival starts pulling on you until the end of the run - figure out what rpm you would be at if your engine kept pulling - > that is the rpm 'ceiling' that you want for your New Camshafts.... but I'd call it quits by 8,500 rpm [ cams normally will make another 500 rpm of power for any given grind ] - you might be gear'd wrong for the track [s] you run - run a different ring 'n pinion gear set.

Your Valve Springs are 'Tuned' to provide closing power in conjunction with the Lift / Duration / Valve Seat Pressure of the installed Camshaft - but yours are Not the correct 'Valve Seat Pressure' to handle 6,000 to 9,000 rpm.

At a 7k rpm ceiling - the springs will be too weak to pull the valves shut in time - so you get 'Valve Float' - can easily trash an engine floating the valves one too many times...

When you install new Valve Springs - you adjust their height by machining the head and their Valve Seat Pressures adjusted using shims - or a combination of both.

With more Lift and higher RPM ceilings - you need Valve Springs built of the correct Valve Spring Wire to get Values that will work
with that Higher Performance Camshaft[s].

With more Valve Lift your machinist will check the valve guides / stem lengths to see that there is
no collision going to occur.

Vance & Hines Racing in Ca. are the Premier street & race motorcycle engine builders - Toyota Engines
are just bigger Yamaha motorcycle engines - this is where the shim 'n bucket design stems from.

Vance & Hines have Valve Springs made for them and their customers - Top Shelf - buy a set of those.

Motorcycle 4 strokes can shift @ 11,000 rpm and keep on doing it virtually for the life of the Bike.

Most 'aftermarket' suppliers for Hi Po cars - if they know what they're doing - will sell you race motorcycle
valve springs for your Honda / Toyota etc. - Street HEMI - or Studebaker according to your Cam Specs.


You need a race cam that will Top Out around 8,500 rpm - with valve springs to match - race Titanium keepers - race valve locks.

I would also swap out the valves to something perhaps lighter - but such that the heads don't rip off at 9 grand - or 11 should you miss a shift - blow the clutch - scatter the trans.

When you do go to build yourself a racier engine - check with VENOLIA Piston Co. for their 'Ultra-Lite' versions along with their 'Ultra-Lite' Tool Steel Wrist Pins - engine will make RPM quicker and easily take 9 grand runs virtually forever.

If you're going Turbo - use their Turbo Pistons along with their 'Lightening' option - and Turbo Tool steel Wrist Pins - Teflon Buttons for either application - deletes the wrist pin locks which do fail.

VENOLIA are the leaders in road race - Top Fuel - Funny Car - Alky - etc. Racing Pistons - they are the lightest pistons available - been at this for decades.

I'd check on what connecting rods are installed as well for 9 grand rpm running - get the strongest connecting rod bolts available.

If you're going to run 9 grand - get rods for 9 grand rpm - not 11 grand - since those will be heavier.

Less weight is what it is all about when making RPM - have the crankshaft lightened and balanced as well.

Sounds to me as if this is an LS1 project - so let us proceed from that assumption :

If it is a 'crate' engine - I would, before install have the reciprocating parts -
include p plate / clutch / lightened flywheel / crank / rods / pistons complete with rings / harmonic balancer / crank pully sent out to be Lightened and Balanced .

I've read enough on these to know they are 'raw' when crated - and need some 'dialing in'.

Last thing you want is a mildly unbalanced / mildly heavy reciprocating arrangement - and engines sing
sweetly once gone thru.

The new 6 spd. automatic that GM is using is the same sourced by Maserati / Jag / Rolls / BMW etc. -
I realize you'll Opt for a 6 spd. stick - as I said, I'd rather an Automatic as it will shift way faster than you could ever hope to - that said, :

Check This Out:

GM has recently launched its new 6-speed automatics (6L45, 6L50, 6L80, 6L90)

ZF Presents the First 6-speed Automatic Transmission
Text and Photos by Neil McGarry

The Car Transmission Division of ZF has released information about the first 6-speed automatic transmission. The 6 HP 26 is rated for torque capacity up to 444 lb./ft. It is smaller and lighter than it's 5-speed automatic predecessor (the 5 HP 24) which is currently fitted to the S4 and A6 2.7T. This transmission is the cornerstone of a new range which will replace today's 5-speed generation and will be manufactured at ZF Getriebe GmbH, Saarbrücken. ZF has been producing 5-speed transmissions since 1990. Presently they make up 80 percent of ZF's automatic transmission production for passenger cars.

With its new and innovative automatic transmission generation, ZF has obtained the best ratings in all major evaluation criteria of transmissions:

# Higher Torque capacity
# Reduced length
# Reduced weight
# Less fuel consumption
# Better acceleration

The sixth gear

In the 90s a major design goal of vehicle and engine developers was to further reduce fuel consumption.

ZF is now counting on an extra sixth gear. Using the Lepelletier gear set concept, ZF has succeeded in making this 6th gear come true with less technical complexity than used in previous 5-speed automatic transmissions. The transmission has improved efficiency and ratio spread, along with an improved power/weight ratio.

Looking inside the new six-speed transmissions, you will find space-saving planet gear sets for combined action during shifts via a highly efficient control logic of the shift elements. The new concept allows a reduced weight of the transmission by about 13% and a substantial raise in torque capacity.

Torque converter with novel actuation

In automatic transmissions the torque converter is mainly used to move off the line. Part of the new electronic control system for the transmission is the Stand-by Control /SBC. Instead of having the converter running against the engine with the vehicle standing still (foot on the brake pedal), as was previously the case, the converter is now disconnected from the powertrain so that there is only minimal residual load. This further reduces fuel consumption.

Low fuel use and sporty acceleration

The ratio spread of the new six-speed has been designed in such a manner that in the "long" range, there is an extra gear which lowers internal speeds and simultaneously reduces noise and fuel consumption.

ZF has designed the smallest gear in such a way that it is even more powerful and permits better acceleration parameters than the previous five-speed transmissions.

The Mechatronic module

The transmission is controlled by a mechatronics module, a hydraulic shift unit combined with an integrated electronics module. Both electronic and hydraulic systems are found in the transmission housing and they are specifically geared to each other. In this way, signals and pressures can be realized with the lowest-possible tolerances and gearshifts can be performed even more precisely. This means optimized shift quality and better drive comfort. Use of the mechatronic module not only markedly simplifies logistics and assembly, it provides a number of other benefits. These include weight reductions, as well as raised reliability resulting from a reduction in the number of plugged contacts and fewer interfaces.

Transmission control

The electronic transmission control system is based on the newly developed Adaptive ShIft Strategy /ASIS.

The electronic system is constantly fed with data on the condition of the transmission, operating condition, operator behavior and operator requests. Comprehensive evaluation of these sensor signals permits complex functional structures of the control system. As a result it can react to spontaneous driver action or sudden topographical changes and immediately transmit the optimized shifting points to the attached hydraulic shift unit. In this process, the control system covers innumerable variations of driving style, from very sporty to very economical, derived from the incoming signals.

Practically unnoticed by the driver, the electronic system also adjusts its drive strategies to special conditions, such a city traffic and different load conditions.

Model range

ZF is planning to offer a 6-speed range for various drive solutions with torque ranges from 222 to 555 lb./ft.

Unlike the predecessor, the 6 HP 26 boasts an expanded ratio spread of 6.04. On top of that, the transmission is 50mm shorter and about 13% lighter than the 5 HP 24. Its acceleration values were increased by 1-5% and fuel consumption was lowered by 5-7%. The 6 HP 26 transmits a maximum input torque of 444 lb./ft.

6-speed Tiptronics

Although neither ZF or Audi would confirm the new 6-speed transmission in a specific model range, the new transmission will replace the current 5 HP 24 on the assembly line at ZF sometime in 2001.


2008 Cadillac CTS - CarSpace Automotive Forums

the GM sourced unit in the BMW 3The 335i now uses a ZF unit:ZF 6 HP 19 TU, 6-speed-

Yeah - the GTO came originally with a 4 spd.

My 'Dream' for it is that Factory Supercharged Cadillac
and an 8 spd. Automatic!

I don't care for stick cars anymore - rather just
'pull the trigger' and be gone !

Turbo cars much prefer Automatics as you'll stay
on BOOST rather than lose boost between shifts -
AND - pushing the crankshaft forward every time
you shift isn't the greatest for the bearings regardless
of what anyone says.

Switches ?

Dial-a-Boost...... going from 4lbs boost around town
to 24lbs. boost to stuff those LS1 crates into Vanishing Points


One new Mazda cheapo car now features Magnesium or Titanium
Paddle Shifters - I'll take one of those columns for my project........ thank you very much

Where are you buying an LS1 and Six Speed for $3,000.00 ?

Have you SEEN the SIZE of that Six Speed std. Trans ?

I'm not stuffing that in my GTO because of the size - forget a 6G !

http://ls1howto.com/

http://www.installuniversity.com/ins...sity/index.htm

http://www.blackcamaro.com


I know........ I own a '66 GTO convertible too.


BUT... comparing Burger Meat to Shushi doesn't work !


EXOTIC is an ALL ALLOY DOHC engine - belt or chain driven - which SOUNDS and FEELS different than AMERICAN Iron......... THAT is .


Howling DOHC is what I want filling my Ears - and THAT is to be either 3 UZ FE for the V-8 flava' or the 1 GR for the extra handling feel a 384lbs engine will provide me ......... along with 500/ HP on Tap when I throw the Switches.......... yeah Baby ........ it's all in the Wrist !

Yup !

Toyota's weak spot is that they designed the Intake Tract for mileage
and low end Torque using a short stroke small displacement.

Nice thing is their Oiling System has Zero Problems !

Engine will take 9 thousand RPM with the right springs / locks / keepers and
Valves.

You get there by having great Breathing - hence the 3 UZ FE redesign -
mirroring the Intake Tract of the 2 UZ Fe!

The gang at Lextreme JUST are getting this 'concept' of using the 2 uZ top end -
and there are plenty that SWEAR the 1 UZ top end is 'Golden' and the 2 UZ is junk !!

Even David has moved to the 2 UZ Fe > Bigger Bore / Longer Stroke / Better Breathing.


IF you do 'build' a 3 UZ Fe - since you'll be replacing the rods / pistons anyway - use a 2 UZ crank for the 3.33" stroke.

IF you have some extra cash - you can stroke out the crank to 3.5" in the 3 UZ block or 3.75 in the 2 UZ block - just use the 2 UZ stock crank for a 'Quick' stroke job.

"Sorry officer I must have left my Dilly Yo in my other pants at home."


-snip-



That's OK - I'll take cash,.... how much you got in that wallet ?




"But really though I do see your point on the 3u."


-snip -


It's the ONly way to go for a Lex V8 - the 1 UZ is a money pit with little to offer
other than cheap initial availability - after that ....... WoW is it Expensive to
get 'right' - and a major let down without.




Ok I did some more reading.


milnersXcoupe- I do see that the 1g is a nice motor.

The 3u does have some pros too, but it get its extra power from the VVTI.
It seems like I t would be easier to build up with out VVTI, or am I wrong?


-snip-


Well, yes. The VVTi changes the intake track runner lengths to optimize the air flow for a given RPM -
which helps HP / Torque as well as mileage and emissions.

MOST of the increase comes from the HUGELY upgraded Intake Plenum / Intake Runner / Intake Port / Larger Valve / Combustion Chamber reDesign / Piston Crown design / Piston Bore Increase > 85mm to 91.5mm !!


I can understand people building 1u's if they have 1 stock but there are lots of people dropping them in other cars too.


-snip -


Yes, agreed.

But why ? Cheap availability, WoW factor to look at initially - BUT - every single 1 UZ user complains bitterly about the Intake / Bore / lack of Torque unless the engine is Turbo'd - and then they hit the problem of the Entire Intake Tract being 'choked' - so they port the Plenum - swap it out for a later version - port the runners - port the heads - bigger valves - then after thousands of dollars and tons of time - realize they should have used a 2 UZ top end as it breathes much better in STOCK form than does any Hyper Ported 1 UZ top end ?

Ain't done yet! Then it's Cams - and the motor is STILL not as drivable as a 3 UZ would be just off boost -
you want an engine that is GREAT off boost - then a 'FREAK' ON boost........ THAT is where it's AT !


The GR engine is the Wave of Toyotas Racing future - as the cylinders are COMPLETELY surrounded by coolant - so Turbo and Supercharging will NOT bring on all the headaches of hot spots that the FORD Cobra camp are experiencing:



http://tinyurl.com/ythzdk



That engine weighs 384 lbs. - it LEAVES the line Flying!

The V8 guys are there waiting for the motor to make power and lifting
150 more pounds coming from nothing to RPM - Lite Weight = Torque !


Read those Racing Posts above - they went from a MAXIMUM EFFORT
Turbo 'Blown' 4.7 with GS400 heads etc. - set new Track Records -
then went to a TOYOTA V-6 adding Turbo - and went FASTER !!


Even the 5.7 - which is *Sweet* for a Normally Aspirated engine -
is NOT suited for Supercharging / Turbo , as it has Siamese'd cylinder
liners > Hot Spots <, and Alloy Melts around 1100 degrees > Turbo engine
combustion chambers see 1250 + ........ so tell me what comes next ?

Cylinder bore distortion and broken piston ring lands......... no thanks.

"HAHA! way in the weeds wrong... that's a funny saying. So you do know lextreme then. Did you read the 1u/3u comparison? Justengt8 over there has 650hp on stock internals with a setup similar to what I want."



I know what you want......... I'm 'EVIL' too when it comes to STREET DOMINATION !!!!

... And Justengt8 is FULL OF SH!T.......... period.


Yes, I've read and re-read again Lextreme.com, David's site, inside and out........over and over again -
AND ALL of Modular Ford .com AND Corral - as I want a DOHC engine.


OK - now here we go:


1 UZ FE :

Early version, with the SMALL BORE 85mm pistons, suitable for a LAWNMOWER, carries CAST CONNECTING
RODS - bigger than the later 1 UZ FE CAST CONNECTING RODS - but cast none the less - and will fail
after repeated 7+K RPM shifts.......650HP ?? OK - but not for LONG!! They talk SMACK over there - sell a Fantasy of dropping in a 1 UZ and adding a Turbo to it for 650HP - it is a GRENADE my friend........ believe me - I've built - I know.

Put BOOST on this to reach 650HP and you have a 'Light Switch' engine - with choked breathing without the Turbo on - so it is a SLUG off the line until 3K+RPM - then it is all TURBO / Intercooler / Methanol Injection until you lift - then back to a SLUG........ no drivability ..........

Realize - your TURBo won't HIT until you have exhaust velocity - RPM - > you'll be depending on the engines
Natural characteristics - which for a 1 UZ FE is CHOKED TO THE MAX lump.

You'll need an ARP stud kit for EVERYTHING to keep it together.

You'll have SMALLER VALVES -

Poorly designed intake plenum - choked.

Poorly designed intake tract - choked.

Poorly designed intake ports - choked.

Still have to replace the rods and pistons -


wtf...... AVOID all this and get a 3 UZ FE -

spring for the Pistons and Rods / Arp kit and you're done !

[ I'd use Vance & Hines racing motorcycle springs / keepers / locks on
some light weight Ferra Valves - AND - some cams for the application,
but Hey.......that's just ME ]

The 3 UZ FE is the Final Design of the 4.0 that was 'gleened' from TRD TOYOTA RACING
and you want to start with the First Year of Manufacture with ALL of the shortcomings to
save $2 grand ?? It'll take 6 to correct !!


A POrt job on a 1 UZ will set you down - 2K+$$ thousand dollars - and that is NOT
a Extrude Hone ......... that is PRIOR to the Extrude Hone..... which comes AFTER !


There is only ONE post on Lextreme - that tells you Exactly what I am telling you -
that the 1 UZ is a core only engine with lots of problems and VERY expensive to bring
up to a 3 UZ standard -


Where's the 'Dilly !Yo' ?



Honeslty.............. buy your $400.00 1 Uz - hang some Turbos on it and a FORD TB and
FORD Powerstroke Intercooler > we're talking CHEAP right now......... use the Methanol / water injection kit
and run the engine for a year - .......... it WILL grenade and you'll lose the entire engine - go buy another $400.00 engine and start again..........

it will STILL be a DOG at anytime off boost - which is most of the time

"I want to do a stand alone from the start with a manual tranny, so really all I need is the motor. Since I would have to cut and splice the subframes together, it would be better to just start fresh. It's like building a fresh platform instead of trying to work around issues between the two cars."


OK- The Turbo Supra 154 stick trans - got it.

I'd still hunt up the front firewall / floor pan of
a V8 Lex - as you'll need it - and will look 'Pro'
rather than a hammer on sheet stock job.



And you are WAY in the WEEDS wrong choosing a 1 UZ!



Everything on that engine - smaller bore - choked Intake / head
design - requires beu cou bux to correct. = $$$$$$$$$$$$$ = .

Read ALL the posts on Lextreme.com - you'll see EVERYONE wants
a 3 UZ rather than a 1 UZ - it is just they STARTED witha 1 UZ in
their rides - and can't / don't want to come up with the money for
a 3 UZ -....... but they WANT TO !!!!!

The 1 UZ crowd there is a 'misery loves company' group - cause
they ALL had a 1 UZ to start with.......... do NOT buy into this camp -
get a 3 UZ FE to start with - they will WORSHIP you for it !

It took me 2 solid months of plowing thru that site to realize the 3 UZ is
maybe $2k more than a 1 UZ - and will provide a WAY very good intake / heads
and bigger bore design from day 1.


There ARE 3 UZ engines out there - more coming every day.

Shop around - you'll find a *Nice* one and will be MUCH happier....... believe it~~!

No Problem Cold - but:


nO, the 1 - 3 UZ FE is 200 to 250KG.

The 2 UZ block is 81lbs. heavier than a 1 - 3 UZ.

A KG is 2.2 Lbs. - do the math.


I'm in New Paltz - see you at Starbucks Patio Cafe' this summer !

I'm not doing this conversion - just helping out

coldbluesteel
'94 GT Hatchback

.....I'm looking for a '99 GT hatch next year -

I AM building an AMC GREMLIN with either a 3 UZ FE or 1 GR in front
of the LS430 six speed trans. I already have [automatic] - for a
'Street Freak'.

IF you are serious about a 3 UZ FE V8 conversion:

Find yourself a 'Front Cut' of a Lexus carrying the
3 UZ FE engine / Trans. and buy it complete.

Take the front end - sub frame and everything -
ECM - Harness - suspension - engine - trans.
and install that under the 6G sheet metal -
and be DONE with it.

This is the Least Expensive - best 'Bang for the Buck'
way of obtaining a 4.3 V-8 powered Celica and won't
take a shop forever to do - should have it out in
a weeks time.

A few years down the road - when the 5.7 is plentiful
in the salvage yards - and they will be as TOYOTA is
cranking out 150 thousand of these a year - you can
DROP in a 5.7 - with 381 HP normally aspirated - and
sell the 3 UZ Fe for a 'break even' cost.


Can I get an "AMEN" ?

My "Sweet Dreams" Part 3:




"Pro RWD - 6th annual Lucas Oil NHRA Route 66 Nationals: Scranton continues his winning ways"


National Dragster, Jun 20, 2003 by Burgess, Phil, Zeryk, Ted, Ling, Jackie

Matt Scranton, who won all 10 NHRA Summit Sport Compact Drag Racing Series races en route to the 2002 Pro V-8 championship and won Pro RWD at Florida's Moroso Motorsports Park in April this year to kick off the new campaign, entered the first StreetGlow Extreme Rush exhibition as the No. 2 qualifier with 407 points, 65 behind leader George Ioannou. In the final, Scranton drove his Turbonetics Celica to a 6.85 at 194.86 mph to defeat Ioannou, who clocked the fastest sport compact speed in NHRA history (207.94) on a 6.92 effort.

The StreetGlow Extreme Rush afforded to the top eight drivers in the Pro RWD and Pro FWD categories of the sport compact series the opportunity to compete in front of a huge crowd at the NHRA POWERade Drag Racing Series national event.
Related Results



Scranton drove his V-6-powered twin-turbo Turbonetics Celica to consistent 6.9-second passes that were backed by sharp lights and to the winner's circle on a backup engine that was installed after Saturday's time trials.

Scranton commented, "We kept it conservative after we swapped motors on Saturday. We could have run faster but didn't want to risk it, so we lowered the boost and came away with the win. It was just tremendous and a much needed win for us."

Ioannou, the current points leader in the Pro RWD class with his StreetGlow/Bullish Racing Toyota Solara, received a bye in round one after Manny Cruz broke, then beat reigning class champ Grant Downing in the semifinals.
Advertisement

The key race: The final. "We had a problem before the burnout in the final round," said Scranton. "I realized it right before I went into the water box to do the burnout. George was a good sportsman about it; the StreetGlow team didn't rush us or cause any grief with the starter. It was great that we could put on a good show for the fans."

The runner-up: Ioannou's turbocharged Toyota 2JZ, inline-six-powered Solara ran 207.94 mph, the fastest speed ever by a sport compact entry and faster than Pro Stock star Greg Anderson's national record (207.18). Ioannou was also just shy of Anderson's e.t. record (6.670) with a 6.707 in the semifinals against Downing. "To be part of a POWERade event was incredible," said Ioannou. "The track was topnotch, and we knew we could run some numbers on that surface. We got a lot of positive feedback from the crowd."

Fast facts: Ioannou's teammate and StreetGlow/Bullish Racing team owner Ara Arslanian carded multiple 6.7-second passes, recording a best of 6.760 at 204.14 before cutting a red-light against Jorge Lazcano in the first round. ... Lazcano represented Puerto Rican and unsponsored racers well with a near-personal-best 7.105 at 186.20 in his first-round victory before succumbing to mechanical woes. ... Abel Ibarra and his K&N Filters-sponsored RX-7 made the best of a weekend that was challenged by a blown engine Saturday. "The weekend started bad for us," he said. "Without a chance to tune after we swapped motors, we hit it with a lot of fuel just to be safe, and the [3-rotor] didn't respond well to it. Overall, though, it was a great event, and a lot of people came by for autographs." ... Ibarra chatted with K&N teammate Frank Pedregon, pilot of the K&N Filters Firebird Funny Car, which also failed to advance past the first round. ... Stephan Papadakis' weekend ended when he broke the crankshaft on his first trip during Saturday qualifying. The team promptly left the event to make repairs for its next race, the BFGoodrich Tires Sport Compact Nationals at New Jersey's Atco Raceway.

Did you know? Scranton is the NHRA Summit Sport Compact Drag Racing Series leader in career victories with 11. Before winning the NHRA title last year, he won eight straight races and the NMCA Super Street championship with his and brother Jay's Silver Bullet Mustang.

Quotable: "This race was huge. This was the first time sport compacts were run at a POWERade event. It feels really great to win the first Extreme Rush. The reception from the fans was great. All of the feedback we heard was positive. Everyone enjoyed seeing these cars run six-second e.t.s at 200 mph." - Matt Scranton

http://tinyurl.com/3cfoj9





My "Sweet Dreams" Part 2:


Toyota Motorsports Englishtown preview
Racing series NHRA-SC
Date 2003-05-01

Toyota drag racers look for historic runs at Englishtown.

ENGLISHTOWN, N.J. (May 1, 2003) ? A year ago, Turbonetics Toyota Celica racer Matt Scranton made import drag racing history with the first 200-mph run with a pass of 202.55 mph at Old Bridge Township Raceway Park in Englishtown, N.J. Last October, in the track's second event of the season, Ara Arslanian broke the six-second barrier in his Street Glow Toyota Solara, also a first in import drag racing history. Eventually, his teammate George Ioannou set both the Pro RWD (rear-wheel drive)-class national ET (6.939 seconds) and speed records (195.96 mph) in an identical Toyota Solara.

This weekend at the Nitto NHRA Sport Compact Spring Nationals, May 3-4, the three will be among a group of Toyota-powered drag racers looking to make more history at the high-speed Englishtown strip.

"It was a great accomplishment to be the first to reach the 200-mph barrier," said Scranton, half of the Scranton Bros. team duo. "My brother and I are hoping to keep up our winning streak and maybe reach some new milestones. Englishtown is the place to do it."

Scranton is riding an 11-race winning streak after taking the opening round at Moroso Park in West Palm Beach, Fla. He will have his work cut out for him in the ultra-competitive Pro RWD class against Arslanian, Ioannou, and Grant Downing. Scranton swept the Pro V8- class season in 2002 on his way to an undefeated championship. In 2003, his Turbonetics Toyota Celica is powered by a Turbonetics/TRD twin-turbo 5VZ V6 after the V8s and Pro V8 class were discontinued.

The New Jersey-based Bullish Motor Racing Team duo of Arslanian and Ioannou will be defending their October race win on their home track. They currently sit fourth (Ioannou) and fifth (Arslanian) in the Pro RWD championship points standings behind Scranton.

"Englishtown is special to me because I made the first six-second pass last fall," Arslanian said. "It's also our home track, and we hope to duplicate our success from last October."

Downing, driver of the Venom Racing Toyota Tundra, was the second import racer in history to reach 200 mph, and the first with a non-V8 engine, when he did it last year. The 2002 Pro-class champion is currently sixth in the championship chase in Pro RWD. Downing's turbocharged Tundra also ran a 6.95-second pass at Route 66 Raceway in Joliet, Ill. "With everyone running fast like Matt, the Bullish cars and our Venom Tundra, I think you could see the top four cars in the 6.8-second range," Downing said.

The Pro FWD (front-wheel drive) will be another hotly contested class this weekend at Englishtown. Veteran drag racing champion Christian Rado will be in his TRD turbocharged 3RZ I4-powered World Racing Toyota Celica. The first race winner in NHRA Import racing history back in 1999, Rado will be pushing for his first win of the 2003 campaign after finishing fourth at the opening event in West Palm Beach. Luis Ferrer, who is third overall in the Pro FWD class, will also be campaigning a Toyota Celica this weekend.

Toyota-powered drag racers in the championship points this year include Brendan Alvarez (ninth in Pro RWD), Jimmy O'Connor (second in the Modified class), Luis Corujo (fourth in Modified), Alex Dieguez (fifth in Modified), and Paul Efantis (sixth in Modified).

I know what you want -

I'm going thru the same longing
for the rumbling V8 - but that 'high' takes a longer stroke than
the 4.0 1 UZ Fe 3.24 or the 4.7 2UZ which 'wakes up' normally aspirated
above 2850rpm.

1 UZ is good for a Turbo Screamer - ****ing 7K+ on a Turbo - is
not a Torque motor until 'BUILT' and 'BLOWN' hard and still comes
alive later in the rpm range.

Consider the 1 UZ engine a 'core' only - everything gets replaced with
High Performance parts and intake - heads are ported.

Turbo controllers - is IMHO the most costly part of Turboing added to
stainless steel Custom Turbo Headers - and a 1 UZ is worthless without
Turbo / Supercharging - period.


WEIGHT of the engine is a huge factor in a small 6G car
for SPEED and HANDLING : -

I've driven 'Nose Heavy' cars - they leave the road easily
'snow-plowing' thru curves while lifting the rear end losing
traction........WEIGHT is crucial to consider for a 'driver'.




Which is why - I'm considering :

1 GR-FE

The 1GR-FE is the 4.0L version 60 degree V-6 .


Bore is 94 mm and stroke is 95 mm. !!!!! THE ENGINE WEIGHS 384 Lbs. !!!!!


Output is 236 hp (183 kW) at 5200 rpm with 266 lb-ft (382 Nm) of torque at 4000 rpm on 87 octane, and 239 hp at 5200 rpm with 278 lb-ft at 3700 rpm on 91 octane

TRD has planned a 335HP supercharged version coming out soon - full factory warranty.


THE ENGINE WEIGHS 384 Lbs. - and beats 4.6 COBRA cars regularly, still installed in pick up trucks!!



Check it on YOU TUBE.com videos for yourself.


For increased cooling efficiency, the 1GR employs water passages between the bores of the engine. There are such 2 passages for each bank for a total of 4. This reduces cylinder hot-spotting and keeps combustion chamber temperatures more uniform.

The Cobra has HUGE hot spot problems - engine failures due to poorly designed coolant flow.


The Cobra 'Cammer' runs a 3.8 inch stroke - the 1GR is 3.7 and uses the 5.7 Toyota Bore and
comes with FORGED Rods from the Factory.






How much does your current engine weigh ?

The Transaxle ?


Take the 'Weight' difference of a V8 with Trans using
Bar Bells and strap it onto the hood of a 6G - take it
for a spin.....



For a drop in motor - the 4.7 has a 94mm bore x 3.33" stroke -
WEIGHT of the engine is over 600lbs.



A 1 UZ WEIGHT is 485lbs. - sneeze and say roughly 500Lbs. and is
not a Performance engine until either Supercharged or Turbo'd - period.


A 1 GR WEIGHT is 384lbs. putting out virtually the same amount of
of power as an early 2 UZ FE 4.7 V-8 - stock.

Add Methanol / Water injection and you can BOOST this engine
over 500HP easily.

You'd need Methanol / Water for ANY Boost engine running over 8LBs.
of Intercooled Boost - regardless.

So why haul around an extra 100 / 200 lbs. of front end weight for
the brief moments of 500HP ?



UZ V-8 'Burble' Addiction:



ALL UZ engines require new FORGED connecting rods and FORGED pistons
before BOOSTING or spinning over 7,200rpm.

Yeah , those Aussies will spin you a yarn on the Forums of stock 1 UZ FE engines turning
crazy rpm on boost - they don't mention the engine grenading - because,
these engines are CHEAP and Plentiful in Aussie Land - go pull another for
$250.00 and go racing again -

Reading their posts is fun - they talk a WHOLE lot of smack - so be aware of this.


The 1 UZ intakes choke the engines and take a pile of $$ to port.


Only the very first year[s] 1 UZ had 'thicker' CAST CONNECTING RODS - which
didn't break until ...'Later'? CAST RODS are OUT in any performance application.


The breathing of those engines were not addressed
until the 3 UZ FE - using a design similar to the 2 UZ fe intake.


Many are just waking
up to the 2 UZ upper end on a 1 UZ short block.... then
to just installing a 2 UZ motor complete due to increased
bore / stroke - then weight
considerations - then.....


Parts costs soar - stud kits - valve springs - seals - gaskets - bearings 'n coatings -
Labor etc. to handle Boost...... gaskets are like astronomical.


Porting the Intakes - Plenums - port matching the heads - all required for that
cheap 1 UZ Fe to begin to wake up - then - comes the Forged stuff...... on
85mm Pistons ? Sleeves ? .....forget it.



The 3 UZ has 91.5MM pistons - the MAX for that block and a MAJOR better intake system.

If you want a V8 for $3K and just have to do the normal Hot Rod >
Change out the Rods and Pistons - add cams / springs / keepers - you'll have a
much better base to begin from with a 3 UZ FE.

Build it now - Boost it later........ using 6 to9 lbs. Intercooled - elsewise, $$$$$$$$$$$



Either a 3 UZ or a 4.6 or 5.7 > or a 1 GR is your TOYOTA options.











http://tinyurl.com/2sdl4u


Here you go - Part 1. of my "Sweet Dreams" series:


Drag Barrier Celica
Turbonetics Boosts Past 200 mph and into a sea of controversy

By Evan Griffey

Since day one, Turbonetics has been behind the boost of the quickest and fastest strip warriors in import drag racing. In 2000, the company decided to go beyond supplying parts to fielding a full-tilt racing effort. The tumblers aligned as Spearco Intercoolers was acquired and, just as Turbonetics was expanding, Sport Compact drag racing was undergoing a big growth spurt. When the project got off the ground, the Toyota Celica was the latest, hottest import and Turbonetics elected to use the sporty coupe to drop the bomb on SC drag racing. The project, code named Drag Barrier Celica, aimed high, indeed. Its mission was to become the first import to break 200 mph in the quarter mile and collect the $25,000 bounty put up by Summit Racing. Turbonetics teamed with the Scranton Brothers, who bolted a Turbonetics turbo to their NMCA SS Class Mustang, and went undefeated in 2001. Driver, Matt, and crew chief, Jay, are responsible for the upkeep and logistics of getting the Celica to the races.

With a 200-mph top speed goal and six second aspirations, the road to success started with a chassis stout enough to handle the rigors of four-digit power. Marc Garland Racecars of Port Richey, Florida, melded NHRA-spec chrome-moly into a superstructure that was up to the task.

The next logical step was to build an engine capable of producing four-digit power.

The party started with a TRD custom-prepped 4.7 331 ci Toyota Tundra iForce V8 block.

The block featured a reinforcing girdle and was converted from two-bolt mains to four-bolt mains in a most ingenious manner, ensuring rigidity.


*Note > the 2 bolt mains will handle 1,200HP - failures with 4 bolt conversions can be found on the
Lextreme.com site - so don't do it.


Robert Fulco of Fulco Race Engines was given the tall order of putting the engine together in a short amount of time. This buildup was much more than an "assemble and go" proposition. Time constraints and limited parts availability challenged Robert's considerable machining talents.

The core of the problem was compression ratio. The Tundra heads were trashed in favor of more performance-oriented Lexus GS400 heads that benefited from TRD's involvement in CART.


*Note> this has to do with a curve just before the valve in the intake port - stock late Tundra intakes
and heads breathe way better than any 1 UZ engine.


This resulted in a static compression ratio of 10.06:1. Usually, a set of custom pistons and/or a thicker head gasket would solve the compression problem, but only a gasket was available. The gasket bought Robert 9cc of the 18ccs he would need to attain the target ratio of 8.0:1. The remaining 9cc would be hard earned indeed. The engine was designed to be bored and stroked from 4.7 liters of displacement to 5.3 liters. While Ross Racing Pistons could have made another set of custom slugs, time was against this method. The next logical option was to dish the existing Ross pistons.

"The Toyota V8 was dimensionally challenged," says Robert. "The tolerance between the bottom of the piston and the top of the rod was 40 thousandths."

With logic not working, it was time to innovate. Robert elected to shorten the Carrillo rods by moving the wrist pin bore, which would drop the piston in the cylinder and create less compression. Robert accomplished this by machining the pin bore larger and adding a concentric bushing to effectively lower the bore centerline. The bushing material was Rockwell tested to ensure it was up to the task at hand.

The piston was then modified and the existing dish was expanded outward.

The V8's high-revving Ferrea-infested valvetrain is commanded by custom-ground TRD billet cams. Robert had a hard time accepting some of the numbers TRD threw at him regarding spring rates and pressure on the cam lobes.

"It was so foreign to me. I had a hard time understanding motorcycle technology on the top of a V8. I had to go with what I knew, so I made some hardened tool steel valve seats and used a few other pushrod tricks."

The project's pressure players are a set of twin Turbonetics Y2K turbos with .70 A/R compressor housings and .96 A/R turbine housings. Boost is directed to a Spearco air-to-liquid intercooler that has been cleverly positioned at the front of the engine and fitted with twin Godzilla blow-off valves.

After the chill, charge air makes its way into a TRD custom high-volume plenum intake manifold that was augmented to accept the fuel rail and other fuel system items by Wayne Young of Young's Performance.

Once the charge air is in the combustion chamber, fuel is introduced by a hard-hitting fuel system. A Weldon 2035 fuel pump keeps the Toyota V8's veins flowing while eight 160 lb/hr injectors deliver the VP C16 race gas to its final destination. Spark is generated by an MSD Digital 7 ignition system. All fuel and ignition timing events are controlled by a FAST stand-alone engine management system wired and tuned by Young's Performance. On an engine dyno, the hybrid V8 was off the chain, generating a wicked 1,260 hp at its 20 psi low-boost setting. At the engine's highest competition boost of 35 psi, Turbonetics has calculated engine flywheel power with datalogging info to be a mind-altering 1600-plus (and we mean Plus) hp.

As Mister T might say, "I pity the fool who has to put all that power to the ground."

The V8 puts an ungodly twist to the car's three-speed, air-shifted Lenco gearbox. The tranny uses an 8-inch custom TCI converter with a Bruno's converter drive to keep the power flowing. The rest of the drivetrain consists of a Strange rearend with 40-spline Strange axles and a Precision Shaft Technologies driveshaft. The Toyota's brake calipers, rotors and its third member were constructed by Aerospace Components. The Celica runs Penske race shocks all around with the rear units sporting remote reservoirs. The contact patch is provided by meaty Mickey Thompson 34x17 slicks mounted on Bogart Force 5 aluminum.

The Celica has been on the scene for some time, attending shows like the 2001 SEMA Show in Las Vegas and the 2002 PRI Show in Indianapolis. The car definitely had the looks and attention to detail of a purebred speed demon, but it was time to make the impression a reality on the track.

In Gainesville, Fla., at the NHRA 2002 season opener, the Turbonetics Celica unleashed a 199-plus mph blast on its first competitive pass. Debuts do not get more impressive than that. The Drag Barrier Celica ran a 7.26 at 197.06 in the finals to take the win. Amid protests and a trail of fire on the Internet, the NHRA formed a new class, Pro V8, in the three weeks between Gainesville and the second race at Englishtown. While this separation was foreseeable (as was the backlash of domestic Mustang racers be so successful so quickly in the import scene), many were surprised it was initiated after the first event with only two V8s being campaigned. While the rules were aimed at isolating the Celica, Craig Paisley and his nitrous-fed Tundra were big losers too.

Undaunted, the Turbonetics Celica and pilot Matt Scranton rolled off the trailer at E-Town and picked up right where they left off in Florida. The Celica's first qualifying pass was a 7.13 at 198.09 mph. The second qualifying lap was a quicker and faster 7.10 at 198.99. Summit Racing should have had the check ready, because it was clearly evident the Celica was on top of its game. In eliminations, the Celica cranked out a 7.11 at 198.61 and then motored into the record books with a 7.15 at 202.55 mph. Check please. While it's easy to look at the 202-mph trap speed and be impressed, it is also worthwhile to check out the e.t.s the car was laying down--.13, .10, .11 and .15. Wow.

At the NHRA Maple Grove event in June, the Drag Barrier Celica took aim at its second goal--6-second e.t.s. With a class that has been comprised of the Celica and Craig Paisley's TRD Tundra, it's hard to get runs in. There are more qualifying opportunities than actual races. This means the Scrantons and Turbonetics must be on their game and squeeze every last ounce out of each pass. Things got off to a shaky start when the Celica ran an 8.41 at 120 in the first and only qualifying pass on Saturday. The crew worked feverishly to trace the problem to the ignition box and was fortunate enough to borrow one from the GM Racing guys. Rain cut short the first day of qualifying and an additional qualifying round was conducted on Sunday. The Celica responded with a 7.27 at 197.51.

In the finals race, which was the first round, the Celica put down a 7.036 at 200.68 mph and backed it with a 7.057-second, 201.37-mph effort on an exhibition run. This moved the mph record to more than 200 and signaled without a doubt that entrance into the 6-second club was imminent.

Would the Pro Stock guys on the domestic side of the NHRA would go for a grudge race? Turbonetics is wondering the same thing. In fact, it's operating with the assumption that the Pro V8 class will be disbanded after the 2002 season. Or, more precisely, that its car will be banned. Heck, in their minds the exile the car is going through now equates to banishment with the only other V8-powered imports in existence in America being Paisley's Tundra and the Blast SC400; the latter which hasn't seen action since the season opener. Turbonetics isn't waiting for the ax to fall. The team is having a well-known fabricator build a chassis car that will be V6-turbo powered. TRD is working on a V6 engine program, but the body of the car has yet to be decided. So, be sure to look for the Scrantons and Turbonetics to land in the Pro Class in 2003.

The Source
Aerospace Components
(727) 347-9915

Bogart Racing Wheels
Dept. THP, 10704 Prospect Ave. #B
Santee, CA 92071
(619) 596-7605

Bruno's Automotive Products
(630) 766-0204

Ferrea Racing Components
Dept. THP, 2600 N.W. Court, Ste. 238
Ft. Lauderdale, FL 33309
(954) 733-2505 or (888) 733-2505

Fulco Race Engines
(813) 949-3980

Marc Garland Race Cars
(727) 842-1950

Mickey Thompson Tires
Dept. THP, 4670 Allen Rd.
Stow, OH 44224
(216) 928-9092

MSD, Autotronic Controls
Dept. THP, 1490 Henry Brennan Dr.
El Paso, TX 79936
(915) 857-5200

Penske Racing Shocks
Dept. THP, 150 Franklin St.
Reading, PA 19603
(610) 375-6190

Precision elevators
(800) 279-3538

Precision Shaft Technologies
(888) 575-7888

Ross Racing Pistons
Dept. THP, 625 S. Douglas
El Segundo, CA 90245
(310) 536-0100 or (800) 392-7677

Spearco Intercoolers
Dept. THP, 2255 Agate Ct.
Simi Valley, CA 93065
(805) 581-0333

Strange Engineering
Dept. THP, 1611 Church St.
Evanston, IL 60201
(708) 869-7010

TCI Automotive
Dept. THP, 151 Industrial Dr.
Ashland MS 38603
(662) 224-8972

Toyota Racing Development (TRD)
Dept. THP, 1382 Valencia Ave.
Tustin, CA 92780
(800) 688-5913

Turbonetics
Dept. THP, 2255 Agate Ct.
Simi Valley, CA 93065
(805) 581-0333

Weldon Pumps
Dept. THP, 640 Golden Oak Pkwy.
Oakwood Village, OH 44146
(440) 232-2282

Young's performance
(256) 351-9949

Change the camshafts - port the Intake manifold - run
Vance & Hines race motorcycle valve springs.

Your engine is falling on it's face because it
has run out of cam - with Toyota oiling systems
what they are - once able to breathe you can
spin 9K easily.

-Wikipedia quote-

The 1GR-FE is the 4.0L version. Bore is 94 mm and stroke is 95 mm [3.7"]

Output is 236 hp (183 kW) at 5200 rpm with 266 lb-ft (382 Nm) of torque at 4000 rpm on 87 octane, and 239 hp at 5200 rpm with 278 lb-ft at 3700 rpm on 91 octane.

This engine features Toyota's single VVT-i, variable valve timing, system and a compression ratio of 10.0:1.

Inside, the 1GR uses a taper-squish combustion chamber design with matching pistons to improve anti-knocking and engine performance, while also improving intake and fuel efficiency.

Toyota adopted a siamese-type intake port, which reduces the surface area of the port walls and prevents fuel from adhering to such walls.

This engine has special cast-iron cylinder liners cast into the block, which are a spiny type to improve adhesion between the liner and cylinder block.

With these special thin liners it is impossible to bore the block. In the event of cylinder wall damage (scoring, deep protrusions, etc), the entire cylinder block must be replaced.

For increased block rigidity, the 1GR also receives a high temperature plastic insulator/protector, which fills the empty space between the outer portion of the cylinders and block material common to open deck engines.



For increased cooling efficiency, the 1GR employs water passages between the bores of the engine.


[ the 5.7 hs Siamese'd cylinder sleeves ]


There are such 2 passages for each bank for a total of 4.


This reduces cylinder hot-spotting and keeps combustion chamber temperatures more uniform.


-end quote-





Factory Supercharged version will pump out 335HP.


This is a Perfect candidate for a Turbo in a 6G Sports Fans !


This engine is 0.32" shorter on stroke than the Tundra 5.7 of 4.02" AND weighs 384 lbs.