6G Celicas Forums

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

What's with all the V8 talk? Are you seriously doing a V8 swap?

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).

Seeing as though you want to be the meanest street celi means you're going to have to pass Tufy among others.... And if I remember correctly, Tufy has over 25k into his engine.... My question is.... Why? you wanna swap engines, trannys, drivetrains.... everything possible.... to basically have a car that is 0% actual celica minus the shell and frame... That isn't a celica at all... I mean it's your car, go for it, but it's not a 'real' celica IMHO. Atleast Tufy stuck with his AWD and 3sgte.

I'm rebuilding the Z, nothing crazy at all. Investing a lot of time and hopefully not a gargantuan amount of money

This post has been edited by dustin15brown: Jun 11, 2007 - 11:50 PM

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

Yep! and RWD to boot!




milnersXcoupe
You have alot of info, thanks. I need to reread though.

The 1uzfe and 3uzfe is about 385.81 lbs
2uzfe is about 467 lbs, because of the iron block.
Where are you getting your info from? Crazy Australians filling my head?

This post has been edited by coldbluesteel: Jun 12, 2007 - 12:03 AM

Man I am not even going to get into this with you because I know how you are excited and all and I'm not here to kill any joy. But I hope you have seriously sat down and contemplated what you're getting yourself into. You're going to be entering a mechanical nightmare, electronics, suspension, brakes. What do you do for a living? I hope you're financially well off cuz now you're talking at least 20 grand to do something like this.

dude, what part of the Hudson Valley are u from?!

(im in poughkeepsie)

and GL btw. You will definatly need it.

This post has been edited by devilsden97: Jun 12, 2007 - 12:06 AM

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" ?

Nice on the Z, always loved the Zed!

If I had a GT4, I would just drop 25k into it and be happy... for awhile.
Since Our cars are limited in the US I have to look outside the box. If I dropped in a 3s like many others here would that make it not a Celica any more? What about the v6 guys? Airbag suspensions? Wild body kits? At what point is it no longer a CELICA?

you know exactly what i mean. Swapping a 3s is still a celica in my mind, because celica's came with 3sgtes. but in your case it doesn't matter when the line is drawn because you are changing damn near every aspect of the car... but seriously, what do you do for a job? Is this project going to have 30-40k... etc to invest when it's all done, when you could done something like a member on here is doing and just buying a vette and slapping a TT on it

Amen!

I would rather do the 1u swap virtually the same motor for about 1/3 the price.

Front cut of a sc430! wow! good luck!

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.

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'.

They didn't come with v6's, and if you look at the body of mine the only thing I have that you couldn't drive off the lot new is the custom front lip. I could just buy a Vette and TT it, or a new Lexus, but there is NO car I love more than my Celica. At the point it is at now, I never plan on getting rid of her. The condition she's in though I might as well make her more fun and breathe some life into her.

I'll have to double check on those weights.
I do want all the help I can get so thanks!

Does ls430 use the v160 tranny out of the tt supra?

Where is New Paltz? You want to get coffee? Never mind this was for Devilsden.

AMC? cool! You better put some wheelie bars on that thing!

This post has been edited by coldbluesteel: Jun 12, 2007 - 12:34 AM

"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~~!

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.

"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

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?

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

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




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

This post has been edited by coldbluesteel: Jun 12, 2007 - 1:26 AM