Mr2 turbo weight loss
Radial engines in cars go back at least as far as the 1904 Adams-Farwell, which featured a fixed vertical crank and horizontally revolving engine. Persuasion involved a giant change wrench, a no-shit breaker bar, and two floor-length cheater bars. 015 inches to keep the powerplant from misfiring under heavy loading. For really high-rpm operation, outfits like GTP in Houston can convert to a light-weight shim-under system. The rods and bearings from other bores appeared to be OK, and it appeared as if polishing would render the crankshaft fit and ready for return to action. Alamo Autosports, Norwood Performance, and Toyota Racing Development pitched in to swap a Lexus 1MZ-FE V6 in place of the stock 3S-GTE 2. We decided this was a good time to pull the engine for clutch examination and internal engine super-duty upgrades before moving to monstrous boost. Washington D. We sent them off to ARP for stronger super-duty head studs. Head-Cams Out The 1MZ-FE uses a four-cam, shim-over-bucket system to actuate the valves. No jet engine attempts yet, though a couple teams are pursuing turbines. Back in Texas, we contacted Ignition Solutions to obtain a set of six special microprocessor controlled, coil-on-plug, plasma-direct high-power coils that were several times as powerful (see sidebar). Bolts allow head removal in tight engine compartments without engine removal, and the undercut narrow between head and thread area enables each bolt to stretch for even clamping forces across the head. C. They should put a low-pitch propeller on it to keep things cool. Yup, the Tucker used a Franklin horizontally-opposed aircooled six aircraft engine. We set aside one of each critical fastener (head, mains, flywheel) for shipment to ARP, where it would analyze them and replace each with high-strength fasteners. 0-liter turbo-four. With 12,000 miles of low-boost and naturally aspirated street and dyno testing on the transplanted Toyota 3. I think it was featured on Jalopnik a few years back. Head Lifting Brice removed the second 1MZ-FE V6 head. Loosening Head Bolts One down, one to go. That would have been interesting, to say the least. Both head and intake appeared to have major potential for porting. The source of the tapping noise from deep within the 1MZ was now clear. The stock pistons are flat-top castings designed for the small-cc Pentroof combustion chambers, with reliefs cut on one side for intake valves. Ill-Advised Engine Swap of the Week: Aircraft Radial In Toyota MR2. Each twin-cam, four-valve 1MZ V6 head is secured to the block with eight 12-point head bolts arranged around the cylinders, plus an extra Allen bolt in the vicinity of the exhaust-to-intake cam gear-drive mechanism. The 1MZ crankshaft is a solid forging with offset crank pins on opposing cylinders for even-fire operation. We actually had some pretty sweet plans about how to make it all work too, but the whole thing fell apart when it became apparent that more of my team wanted to play than pay. and California Square Off for Years of BS. Tagged as 24 Hours Of LeMons, 24 Hours of LeMons Detroit, Airplanes, Engine Swap, MR2, Radial, Radial Engine, Toyota. At one point we had even sourced and considered using a somewhat rare Yanmar diesel outboard. This block should have the rigidity to handle a lot of power without further low-end reinforcement.
The second-from-rear rod on the starboard side of the engine revealed a distorted rod cap and bearing shells with moderate heat damage and metal loss. The powerplant belched a small breath of steam out the side of the aft cylinder head at the end of the run and the writing was on the wall. 0-liter four-cam V6 powerplant in our compound-supercharged Project MR6, we were more than ready to stretch for some serious high-boost power in the 500-to-850-whp range. This is a robust, well-designed modern powerplant, but the weak points must be fortified to run anything more than 10 psi boost. The radial project, however, could very well trump our plan for awesomely bad ideas. An air-cooled complex and temperamental engine in the rear of the car is just asking to overheat or fail. Most pilots will tell you that ANYTHING is cooler with a radial. Then we separated the transaxle from the engine, and sent the multi-disk clutch and aluminum flywheel to Clutch Masters for forensic analysis. At this point, we removed the eight crossbolts securing the main caps through the sides of the block, unbolted the 16 12-point bolts from the four main caps, and removed the crankshaft from the block. The engine, which once powered a 1942 PT-22 Recruit trainer aircraft, was rated at 160 horsepower. This includes a high-performance, shim-over-bucket, valve-actuating system similar to the valvetrain on the performance-oriented, sport-type 3S-GTE powerplant used in the stock MR2 Turbo, resulting in a high-rpm valvetrain that is extremely stable at higher engine speeds. Again, we were gearing up to test the new turbocharger configuration at 1 psi boost increments from normally aspirated to head-lifting boost levels, but in the meantime, the engine began making a faint, ominous tapping noise. In the midst of all this, we completed a long road trip from Texas through Arizona to California and back, uneventfully, with the exception of progressively reducing spark-plug gap from. 030 down to. Flash forward: Note that poor factory port matching produces a carbon ring around each exhaust port. Head wizards GTP in Houston found the heads have much potential for gas flow improvements. Sign Up today for our FREE Newsletter and get the latest articles and news delivered right to your inbox. Several of the head bolts are located under the cams, so we removed all four cams prior to removing the heads from the block-which then also required removing the upper timing belt system. 049 engine sitting in a rail, being fueled nitro by some slob with a cigarette in his mouth. With the heads off the engine, we got our first look at the composition head gaskets and closed-deck interface between the aluminum block and heads. In the aviation world, sometimes people put automotive engines in aircraft and these applications generally do not seem to be reliable. We needed to yank the 1MZ engine again, this time for internal refurbishing and performance and longevity upgrades. As for unusual engine installations, a few years ago there was a DeLorean (painted black) for sale in Florida for 25K. This put the massive six-bolt main caps in plain view, and provided easy access to the rod bolts for piston removal. Surprisingly, the gaskets revealed the heads and intake and exhaust manifolds seemed poorly port-matched. Rotating the V6 upside-down on the engine stand, we unbolted the oil pump pickup, the upper oil pan and a structural aluminum casting. Reminds me of a Bill Cosby routine hehehe. Next, we removed the lower intake manifold and set it aside for shipment with the heads to Gallant Technical Performance (GTP) in Houston. The main bearings and journal surfaces appeared healthy, and the plan was to polish the crank and reinstall with fresh stock Toyota main and rod bearings. This is a highly efficient system capable of very high rpm with high stability, but the large shims are relatively heavy, and boosted 1MZs with extended rpm requirements definitely need stronger springs. When I saw that photo, it immediately reminded me of a pen-and-ink cartoon in Hot Rod Magazine about 1974, of a massive Cox. The craziest most devoted racers find themselves locked into an arms race for the Unununium, and this is the result.
