1972 MS75 Toyota Crown Hardtop-1FZ-FE turbo

[GSRman]

Fuck me in the goat ass.

[Supercrown]

It's effectively been off the street for a while now - the fact it had no headlights for ages helped that.

I probably will drive it very occasionally, but it'll only be on special cruise type occasions.

For all practical purposes yes - it's permanently retired from street duties.

[747]

good to see progress happening mate. speaking of street duties the cressida did its last lot of laps on sunday. didnt get one bit of attention even with 2 HP cars cruising around us.

[Supercrown]

I figured it was time for an update regarding the progress – so here goes.

I’m prettymuch nearing the end of locking down the final positions and configurations of all the major bits and pieces.

I’ve fabricated some solid engine mounts that bolt to the original engine mount positions on the chassis. This is a full 160mm back from where the motor was sitting and will give me heap more room around the front of the motor (Which I’m going to need….)





We’ve settled on turbo position, now it’s a case of getting the manifold made up. Kyle at 6BOOST (www.6boost.com) has kindly sent me down the wicked collector and turbo flange, and I’m collecting the flange I drew up from the laser cutters tonight. From there I just need to make up a rig that positions the flange in the right spot in relation to the exhaust flange and ship it back to Kyle at 6BOOST (www.6boost.com) so all the pipes can be run.

Next up is the intake side. On looking at the intake manifold, we decided that full custom from the head was the only way to go and so I started by drawing up the head plate and having it water jet cut from 6061 flat bar (Done by Tony at Jetfox here in Adelaide). The plan is for 50mm id runners on a 34 degree angle to match the intake port, with an 82mm bellmouth on each inside a big plenum (approx 12L). On looking down the trumpet you can see straight to the back of the valves. (See our high tech rig that we used to do some rough dimensioning below). The plenum will require a larger recess of the firewall as number 6 runner and the rear of the plenum are well behind the current firewall plane. In addition, I’ve also picked up a throttle body with a full 100mm butterfly. ‘Will it all fit under the hood?’ I hear you ask…..I don’t know, and don’t care……




Next is the transmission adaptor. For now I’m staying with the MV autos A340, which will be fine for dyno work and 28x9 rubber (down the track tubbing + a glide will be the go of course) To get the original A340 trans and bellhousing to work on the back of the 1FZ I had to cant the trans over by about 20 degrees. However, as I’m recessing the firewall, it means I can now run a full size 1FZ bellhousing and flex plate, along with a proper 1FZ starter motor, and whilst I’m at it put the A340 in horizontally. The other thing this means is that I can run a landcruiser converter which will mean less slip on the dyno, as well as a lock up clutch area approx 5-4x the size of the A340 clutch area. Mainly this will be good for tuning and dyno comps. As the motor has moved back I’ve stated a making a new gearbox cross member which will also double as a bit of floor support as removal of the tunnel and firewall has significantly reduced the structural integrity of the floor. It will get better once I frame up around the trans, but I’m going to make the tunnel partly removable so I won’t get all the strength back.





I’ve also got my hands on a nice methanol fuel pump. This is the same pump used on many blown outlaw cars and has a flow rate of 12 gallons/min, or over 2000L/hour, so will be more than sufficient.



On the motor side of things, I’m now waiting on the custom valves to be ready – they’ll be 2mm oversize. As for the valve train, the original uprated springs I put in it look to be fine with the 430 lift cam, and have over 100lbs seat pressure (TK very kindly measured them up for me over the weekend) In addition, Shane Crighton sourced me some L19 supra head studs to go in with the SCE copper gasket.

Finally, I’ve put HQ stub axles on it so I can have larger brakes (HQ discs and R32 skyline calipers most likey).



So yeah – things are happening, and I’m organising/sourcing something most days at the moment. The only thing that will be left from the old build is the fact the motor is a 1FZ – everything else is completely different!

[MR 1JZ]

progress is good sean

keep up the good work bud!

[OKE020]

Looking good, are you putting the turbo across the front of the engine?

[Monk]

jebus!

[Supercrown]

Looking good, are you putting the turbo across the front of the engine?

I'd like to, but I can't due to the sheer length of the motor. The turbo will be sitting with the turbine housing entry roughly in between ex ports 1&2 and the compressor facing prettymuch straight ahead. We mucked about with 3-4 different scenarios, but this is the only one that really works. As a freak co-incidence though, this spot also puts the turbo under the hood line! (My desire to make sure I can fit a huge air filter on it also inflences this decision a bit too.)

[BigMuz]

Looking good bud.

Can't beat the enderle, though you coulda probably got away with an 80? Front mounted tank is the go if you can fit it. Lets you run the bypass straight back into the header tank and takes all the criticality off the low pressure pump. We mucked around for ever and once we went to the front mounted tank setup it all just worked and was repeatable and made tuning the fuel system and efi much easier. When you don't have consistent fuelling due to the enderle outstripping the primary pump you drive yourself mad on the dyno.

[GSRman]

Mechanical methanol pumps - reliable for daily driver use?

[Supercrown]

Hmm. Dunno.

At a guess I'd say nope unless you run some pre-mix fuel to lube the pump a bit That's assuming alcohol - but if hydrocarbon fuel is used, maybe more durability.

Muz - I went a 110 after speaking to a workshop that had an 80 for sale. I told them what I was doing, ie turbo size, cam range, boost, nitrous and they advised a 110 was a safer bet. I then managed to stumble across one that had done 4 passes and was for sale - so it was a no-brainer. Ultimately it may be a bit of overkill, but we'll see.

As for the enginebay fuel tank, I may be going for a compromise with a big (like 6-10L) surge/header in the engine bay with that fed from the fuel cell and 1x044 in the boot, and moving the other 044 into the engine bay to act as a priming pump to start the car. It won't be a full engine bay tank, but the Enderle won't be trying to pull away from the EFI pump either. A big header in the engine bay should uncouple the two pumps effectively and also provide a good pressure head to the mech pump. I've got a couple of great schematics of a methanol fuel system that incorporates an electric pump primer circuit. That way the fuel rails will be primed by the autronic triggering the pump once the ignition is on, and then once it cranks and fires the mech pump takes over (I'll probably have a time-out on the primer pump so it doesn't run needlessly once the motor is running)

I should add that at the moment all this is just my daydreamings - My only two experiences with methanol so far have been modela aeroplanes and 2 drag meets crewing for a mates blown outlaw car. I really have no idea what I am doing in reality when it comes to alcohol.:knock:

[BigMuz]

Yeah you would only need a few litres up front.

We had the best success with a tank with twin carb bowls mounted to the sides with methanol needle seats in them. Then they automagically stay full and supply a pretty regular head to the mech pump.

I'd forget the electric primer pump myself. Once you get the mechanical pump fed with a good head it primes instantly anyways.

On the street they are a bit maintenance needy and they aren't that easy to rebuild. On the plus side they run for ever in a part time runner.

Adding some oil is good but if you add enough to make sure it is all lubed it will need changing between meetings and if you are going to do that then you may as well flush it with petrol completely. The good thing about the header tank is that you can just disconnect it's supply and plug it (the primary pump is much less critical than the high pressure side and the injectors). Then you drain and refill the header with straight petrol and run it till it has flushed through. If you plumb it right you can get awaty with one drain point on the tank and two hoses to change everytime you flush it out.

[Supercrown]

Cheers for the heads up on the primer pump man. Less work is good.

I figure I'll set the fuel system up with a couple of strategically placed drain taps so that emptying the fuel system completely of meth will be a 2 minute job, and then run it on petrol for a couple of minutes to flush it all out. Considering I'm running 2 sets of injectors, running it on petrol will only require switching off 6 of the injectors - which will give mixtures on petrol good enough for idling - that way avoiding the need to switch over fuel maps.

Also, the pump will be down near the harmonic balancer so it should have a good pressure head.

Plenum fabrication starts today too!

[Euroboost]

Quick question, why the hell a Crown coupe? And where did you find it in the first place?

[GSRman]

BAH! because he had it.. and why not!