Engine swap RN90 to 3rz

[mgfe]

Hi Guys
Can i put a 2.7 litre 3rz into a


1992 TOYOTA HILUX RN90R SR5 Xtra Cab auto???

What needs to be done and price??

[bansheebuzz]

you can but for the minimal increase in hp and torque your better off putting a differant engine in there, I would suggest 1uz, or 1jz.

I dont know if a 3rz will bolt straight in, the 89-96 and 97 on chassis are slightly differant in a few places.

[2jzhilux]

i hope so i am about to do this with a turbo setup also i will let you know how i go

[Robbos_Toyotas]

just as long as u know 3rz are fucking expensive....

go a 1uz, 1jz, 2jz or commodore v6. I have a detailed conversion guide on the later.

[mgfe]

hi guys can you expand on what these are and dollar figures to purchase etc?? 1uz, 1jz, 2jz ??????


cheers

[-==L=a=N=c=E==-]

mgfe but no offence, you need to do your own research, plenty of topics covering conversions into hilux's here on toymods and other sites.

[mgfe]

unless some1 was was kind enuf my friend!!

[mgfe]

The 1UZ-FE is a torquey V8 engine with exceptional output. It was designed in the mid to late 80's completely from scratch. Originally it was a 3.5L, then 3.8, and finally late into development it was upped to 4 liters. The 1UZ was used in the Lexus LS, SC, and GS 400's.

1JZ

The 2.5 L (2491 cc) 1JZ version was produced from 1990 through 2005 (still in production with the Mark II BLIT Wagon). Cylinder bore was 86 mm (3.39 in) and stroke was 71.5 mm (2.81 in). It was a 4-valve DOHC engine with two belt-driven camshafts.

Output for the non-turbo 1JZ-GE was 200 hp JIS (147 kW) at 6000 rpm and 185 ft.lbf (250 Nm) at 4000 rpm.

[I]1JZ-GTE[/I]

The twin-turbo 1JZ-GTE. Although rated at Japan's self-imposed maximum rating of 280 hp (206 kW) at 6200 rpm, this was probably quite conservative [citation needed]. A later unit (with VVT-i and a single turbo) probably produced well more than 300 hp (221 kW)[citation needed]. Torque was rated at 268 ft·lbf (363 N·m) at 4800 rpm.

Applications:

* 1989–1992 Toyota Supra MK3 (chassis code JZA70, non-US only)
* Toyota Soarer
* Toyota Chaser/Cresta/Mark II Tourer V

2JZ

The 3.0 L (2997 cc) 2JZ has been produced since 1992 (first released in the 1992 Lexus SC300). Cylinder bore was 86 mm (3.39 in) and stroke was 86 mm (3.39 in). VVT-i variable valve timing was added later in 1997.

2JZ-GE

The 2JZ-GE is a common version. Output is 215 to 230 hp JIS (158 to 169 kW) at 5800 to 6000 rpm and 209 to 220 ft.lbf (283 to 298 Nm) of torque at 3800 to 4800 rpm.

It uses SEFI fuel injection, has an aluminum head and 4 valves per cylinder with some versions using VVT-i, along with a cast iron cylinder block.

Applications:

* 1993-1998 Toyota Supra MkIV
* Toyota Aristo
* Toyota Progres
* Toyota Crown
* Toyota Mark II
* Lexus IS 300
* Lexus GS 300
* Toyota Soarer/Lexus SC 300

[edit] 2JZ-GTE
Engine bay of MK4 Supra
Engine bay of MK4 Supra

The 2JZ-GTE was developed to power the fourth generation of the Supra sports car. It was based on the 2JZ-GE, but differed in its use of sequential twin turbochargers and the use of an intercooler.The 2JZ-GTE was one of the few Japanese 3-liter sports car engines on both the Japanese domestic and export markets during the '90s, sharing the title with Nissan's VG30DETT V6 and Mitsubishi's 6G72 V6.

The use of sequential twin CT12B turbochargers raised its power output from a mere 166 kW (225 hp DIN) to the market maximum of 206 kW (280 hp DIN) at 5600 rpm, limited by Japan's "Gentlemen's Agreement" between Japanese automakers, although real output and torque figures were well in excess of 300 hp (over 220 kW).

In the North American and European market, power was raised to 239 kW (320 hp SAE)/243kW (330hp [DIN]) at the same engine speed of 5600 rpm. The export version of the 2JZ-GTE actualized its higher power output due to different turbochargers (stainless steel for export models, ceramic for Japanese models), camshafts, and larger injectors (550 cc/min for export markets, 440 cc/min for Japanese models). Because the primary mechanical differences between the export (CT12B) and Japanese (CT20A) model turbines are the size and material of the exhaust-side shaft (stainless steel exhaust-side shaft for export models vs ceramic shaft for JDM models), one can replace the JDM's ceramic shaft with the steel variant found in export model. In tuning groups, in spite of the lack of actuators for both turbines, the factory turbochargers are often retained after mild engine modification due to the highly durable housings and use of stainless steel for the impeller and turbo fins in the export models. In light of the above as well as the due to the use of forged internals throughout the engine, the 2JZ-GTE is well-known for requiring no internal modification to cope with the stress associated with high-boosting turbines.

This engine, like Nissan's RB26DETT, is very popular with the tuner niche for its upgrade flexibility and reliability that is supported very strongly by the aftermarket scene.

Applications:

* 93-98 Toyota Supra MK4
* Toyota Aristo

1.5JZ-GTE

The 1.5JZ is created by combining a 1JZ with a 2JZ bottom end. the 2JZ bottom end will simply bolt on.

* 1JZ = 2.5L Inline 6 (86.0mm bore x 71.5mm stroke)
* 2JZ = 3.0L Inline 6 (86.0mm bore x 86.0mm stroke)

Using a 2JZ bottom end with the 1JZ everything else allows you an extra 500cc of displacement.

Reasons for this conversion is a matter of opinion and discussion, some claim a 1JZ head flows better than a 2JZ, however this is unfounded as of yet. The most likely reason would be if the owner of a worked 1JZ motor blew the bottom end and were to replace it with the 2JZ bottom to gain 500cc of displacement, as the heads are intercompatible.

[mgfe]

http://en.wikipedia.org/wiki/List_of_Toyota_engines

in case someone needs it!!

[bansheebuzz]

mgfe

your como v6 is prob cheepest engine to put in.
next i would say 1uz
and i would suggest 3rz and 1jz would be next.

If you can find a 3rz for a good price it would be worth it, Most wrecking yards will ask around 2500-3000 for one.

[mgfe]

himate
i wanna stick to a toyot aengine for longetvity
which one is best??
do u know prices on the conversions >???

[2jzhilux]

to give you some idea on price this is the one i picked up
http://www.toymods.net/forums/showthread.php?t=17712

[mgfe]

that what i want

[sideshow]

overall price difference aint that much between engines

each engine will need mounts
radiators
hoses
cables
tailshafts
bellhosuings etc

a drive in drive out conversion to pay someone to do it all is aroung 7000 to 10000

if you have a budget for under 4 or 5 g then dont waste your time

unless you can do it yourself

whatever price u come up with when adding up costs of engine exhaust etc
add 1 or 2 g then u will be fine

some might say they can do it pretty cheap but if you want the conversion to be correct and all engineered and relaible you have to spend money to do it properly

ive stopped working on cheapshit cars cause i cant stand their owners anymore cause they wont pay to do it right

[mgfe]

ur link wont work mate