cowboy bebop

More pics from the engine shop. Looking great! Here's the block in the tank. Pics of the heads coming along. The seats are cut and the face decked. They ready for assembly. Thanks! Eric

That's mate It's nearly ready to make a rumble. I'll be posting video here of the car starting, and moving under it's own steam. Eric

The block has been bore over to 96mm, giving it 4.9L total displacement. Given the application, the block can go a bit more without seeing hot spots in the waterjackets. Stock bore is 94mm. Thanks Chris, Eric

Hot off the mill, this is the last bit to go in. Ready for fire, now

It's not a problem related to rps, as all clutches who run a metalic puck/plate will suffer from this. HKS triple plates are reported to weld themselves to the flywheels, as well. High slippage lends to high heat which lends to the two metals bonding. Eric

A few new pics of the heads and motor as of today. Here you guys can see the heads in full detail, and the outstanding port design. The airflow is very direct both in entry and exit. The bowls are quite nice as well. Intake Exhaust, 1.5" ports Bowl area, and 4 valve seats Engine block going into honing. Next step. shot peening the block.

Hahahaha.. my girl only has one kidney so she might need it. Seriously though, hit me up in PM if interested. We can work something out I'm sure, we're very easy to work with. Thanks again, Eric

The increases displacement and response is quite appealing. I used to drive a GT47 88mm equipped 3.0L 2jz, and it used to discourage me that at 3K rpm the car was doing nothing where if I had the 4.7L it would be right in the powerband. That big turbo was sooo boring until ~6000rpm, and it was a big reason why I very much feel that more displacement is a way to go. Old ladies with minivans were rolling past me until the boost came on. Eric

Hi Chris, The ECU has to be a standalone since the 2jz ECU is looking for 6 cylinders instead of 8. I highly recommend the Link G3 Plus as it has a long list of features, most crucial of which is the ability to run 8 coils sequentially. There are two trusted fellows I would charge with making the engine harness, one in New Zealand and the other in Texas. With the harness and standalone, the MKIV retains full functionality including tach, speedo, A/C, and PS. The 2uz block is different from the 2jz bellhousing pattern so an adapter plate is needed to mate a manual transmission. On the auto boxes, a Lexus bellhousing can be used. The 2uz engine mounts are like something from another planet, so we had to fabricate a set of mounts that mate to the Supra subframe. With these mounts and a set of Soarer V8 rubber isolators, the V8 drops into the subframe perfectly. I dropped mine in by myself with full turbo kit attached in the course of 10 minutes. The headers can be gotten off the shelf from S&S. They make a fine product. As for exhaust, the MKIV owner can us pat off of a Soarer or simplly have the exahsut fabbed on the lift. All told with headers, ecu, harness, adapter, and steel engine mounts, the total is 2485GBP. Thanks Chris, Eric

Thanks much, gents. I really enjoyed living in Leeds. You could walk around the city in 20 minutes, and there was so much partying to be done. I don't know how I made it to or through work some days. Consider for a second your MKIV Supra is getting a 2uz swap, and you wish to remain a stout, responsive NA. Here's an idea of what it looks like in the engine bay. This is from a fellow named Andrew in Texas, and this photo of him dropping in the 2uz as a joke is what sparked us to undertake the swaps all that time ago. Look how well is fits in there, and how the center of gravity is shifter more towards the center. Maybe one more. It's not magic, it's just what we do. And this could be you. Thanks again gents, Eric

While it's true with the old and antiquated 1uz non VVt-I engines from the early 1990's, the much newer 2uz and 1/3uz VVt-I engines have new updated heads that are not restrictive at all. The 2uz heads are imho better than the 2jz in terms of port size, and exhaust port exit angle. The ports on the 2uz heads are just massive. The LS1 is lighter than the 2uz as the LS1 is an aluminum block and the 2uz is an iron block. Plus stock for stock, the LS1 will make more HP/TQ than the 2uz since the 2uz has 1L less displacement. The key look at though is the fact that we're using the MKIV Supra as a yard stick. Today a stock 2uz can be fitted to the MKIV with relatively little trouble. For the LS1 to be fitted, you willned custom motor mounts, a custom subframe, custom oil pans and rising above all that, the transmission has to be changed to a T56 or similar. It really is a big undertaking. Just my opinion, though, Thanks! Eric

Well, I've put some thought into how to approach it. I suppose a short outline with a brief commentary would be most clear Bear in mind that much of this only my opinion. Let's say for instance that you have a 2jz single turbo and want something with a little less lag, or you have a BPU MKIV and want something with more HP/TQ. Now you're faced with a choice on V8 swaps. You can go with the American LS1 or the Toyota 2uzfe. The Pro's and con's. LS1 Pro's ..Well on the surface it's easy to see the pro's. The LS1 come with more displacement, and overall cheap parts to built the motor. Overall light weight, and good NA power. LS1 Con's ...There's not a big UK presence, not like in the USA where everyone has one in the front lawn. The motor doesn't like to be revved like the Toyota V8 does. To mount it in the Supra does take some doing. Custom motor mounts, custom subframe, the works. Overall it would be a pioneering feat in terms of fabrication. 2uz pro's ... The 2uz pro's are pretty clear. Toyota to Toyota compatability comes first to mind. The motor can be built to drop directly into the MKIV Supra with addition of a simple set of premade motor mounts. The almighty V160 can be retained using the adapter plate, and the clutch selction while small, is robust. The heads are a work of art as are is the 4 valve configuration. The cams come in about 15 different profiles so there's one to suit every need. UK support for the Toyota V8's is good. For the 2uz, good HP can be had, near as makes no difference to the LS1. 2uz con's ... the cons are also readily clear as well. There are 4 cams, and 32 valves, and while that's great for performance, it's more parts to consider. The parts for the V8 while more available now , are harder to come by. The displacement is a bit less save for the stroked out versions. The iron block does weigh a bit more than the LS1, but I should say that it's equal to a 2jz roughly. All in all, I'd say for an ease of install the 2uz is the shining choice. Consider this. The 3.0L makes tremendous power, that's well and clear. Now add 1.7L to the equation to the 4 valve equation and there's tremendous power potential. So the real question is how much displacement is really needed to mark massive improvement in spool and torque? I really think that 4.7L meets that mark. The "gain in displacement/HP/TQ vs. the pain in the ass to make it work" ratio very much favors the Toyota 2uz V8. Thanks gents! Eric

Homer, would it both be NA applications? Thanks man, Eric

They had us hooched up at the Park Plaza Leedsfor 6 months back in 2004 . It was a great time, I'd love to get back there. Thanks again! Eric

I've seen Ed Oat's video of him revving to 9300rpm, and it sounds like sweet cream butter Eric

Well, the LS2 does have a bit more displacement, but one this motor we're looking for ~425rwhp. This build while a higher compression is a has a milder more streetable cam. That means the torque will come on sooner and be a joy to drive around the countryside. I've lived in Leeds, and had to drive everyday through the countryside to Menwith Hill, and those roads would be perfect for a responsive, torquey V8. With our standard valve springs, we recommend running up to 8500 for safely staving off valve float. A lot of it depends on the cams though. If the cams are a milder set, there's no need to rev it higher after the tq curve drops off. On a hotter set of cams with massive lift we can order a set of dual valve springs with a heavier seat and nose pressure. I don't want to throw around the 10K rpm number, but I'll say that 9500 range is within reason. Make sure that the rod bolts are custom age 625 though Thanks ! Eric

NA power on these motors can go very high. Some 5.65L stroked NA motors with a hardcore cam can run 650HP! A good displacement, 4 cam V8 makes driving fun. Eric

With this build being more straight forward than the other builds we've done, we expect this motor to be completed VERY fast. We may have it in the hands of the owner by the end of August, it can go that quickly. We've got the intake manifold in progress now, and it's going to be indentical to mine. Also not pictured but present is the clutch. It's an twin ceramic/metalic clutch that weighs only 19lbs. It holds ~800ft/lbs. This route is indeed cost effect compared to a stroker/single route. Maybe even a little less in cost depending how the motor is built. A motor looking to make ~800Hp/Tq with instant boost WITH turbo kit ballparks at around 11-12K GBP. A high HP NA may run 8-9kGBP. That's with clutch, intake mani, adapter, and an assembled motor in a pallet ready to drop in.

Hi guys, Here's a few pics of a 2uzfe motor we're building for a UK member. This UK member is asking for a high compression NA that revs high, and make strong Tq down low. Perfect for the English countryside. By the time we're done with it, we arrive at 4.9L total displacement with a responsive 11:1 compression ratio. Perfect for a great HP NA, even great for a hefty shot of nitrous. On with the pics: Core block and heads: Various motor components going in. The block is part way through being bored now, and next will be shotpeened. After that the honing begins. More pics to come!! Eric

Nope, I left it just how I want it. A mans shifter. Eric

There's a group buy in the MVP section: http://mkivsupra.net/vbb/showthread.php?p=2044616#post2044616 Pricing is 95GBP for either 52mm or 60mm. Thanks!! Eric

This brings all of the instruments together neatly, no more instruments wandering around. Thanks! Eric

The LHD style is an inverted image of the RHD. They're not interchangable, but look to be a mirror image. Here's the mold Check the MVP section, we're actually running a list of gents who would like one of these. Thanks! Eric

A few shots for you guys:

Sure thing, the UK is blessed with it's share of the jungle juice On 100 ron fuel straight out of the pump, I'll wager a steak dinner that I can supply a V8TT that makes in the range of 700-750rwhp, be easily streetable and mild mannered off the boost, and come in well below the pricetag of a similarly outfitted B'mer V10, and rising above all that.. be a motor/ turbo kit ready to drop in. The 2uz can be outfitted with lightweight internals and clutch. The clutch I have in mind only weighs 19lbs w/ flywheel (1.3 stone). The rod ratio on the 2uz is a near perfect 1.73, and the 3uz is even better at 1.79. By contrast the 2jz is a less favorable 1.65. Eric