Engine build- first round was gte oil pump, 625 head studs, brian crower valve springs, Spool pro drag i beam rods with 7/16 bolts, gte pistons, underdrive harmonic balancer, billet timing tensioner, 1400cc injectors, non return fuel system consisting of modded stock hanger and 320lph pump at 0psi into surge tank, dual 380lph staged pumps, hard lined to pressure reg with pressure transducer, single -8 teflon supply, splitting into dual -6 lines, one going through flex sensor into new fitting on stock fuel rail, other -6 line running into stock fuel rail supply, incl pulsation damper.
32psi from my 76mm turbo cracked the ring lands on the gte pistons so i bought a set of drop in CP pistons, this setup was pretty wild, that much power with a 6000rpm converter and limited tyre size resulted in significant wheelspin at 160kmh and above, i set up ign retard and cylinder cut traction control in my ecu but unfortunately the harmonics created by cutting intermittent cylinders at full power and rpm seems to have caused my to crack 5 of 7 of my main caps. These traction issues and the requirement of a new block and crank pretty much sealed the deal on the awd setup. Enter the crown halfcut.
This round of changes includes- all wheel drive as described in earlier posts, the awd 2jz is not interchangeable with a normal 2jz as the oil pump pickup comes out of the bottom of the pump rather than from the block halfway down. I gave the inlet and exhaust ports and bowls a light clean up and reshape, cc’d and polished the chambers, shimmed and fitted a set of brian crower 276/276 high lift cams, im reusing my piston/rod/fasteners combo from before in the crown block with new rings and bearings, i also use the NA gasket to maintain the tightest quench i can and pull it down tight with CA625+ head studs. I’ll be taking control of vvti now i have high lift cams, upping my fuel pressure to get a bit more headroom out of my injectors and seeing how much hp i can put down through all 4.