STAGE 3 - Building the 2F ETI PART 3

2F + 3FE = 2F-ETI Into My FJ40

Sept 06, 2007

Well things are cooking work has started on the block and Colin at TDC has a few tricks up
his sleeve for sure.
It seems we will be re drilling the holes for the cylinder head bolts and re tapping them to a
custom bolt of a larger size and strength.
The main bearing end caps are being replaced by some new laser cut versions if I
understood correctly. The cylinder walls will be ultra sounded and if thick enough left as is
if not sleeved.
Oh and yes now I'm getting excited this arrived today.

Sept 11, 2007

Well after searching the net world wide I went with this Tial wastegate.
Sept 14, 2007
Been looking at options for the fuel system today and the old mech 2F fuel pump runs more
than 2400cc/min or 146.5cu.in/min. So that should be plenty.
Now before you all jump in and say it won't make enough pressure for the injectors I
KNOW. The mech pump will feed a large surge tank, from there the high pressure pump
with high pressure lines will run the injection system with the excess fuel going back to the
surge tank. This way the old fuel lines to and from the tank don't need to be replaced.

Finally decided to go with the Wolf 500V ECU and Save $400 over the Autronic both do
pretty much the same.
Sept 15, 2007
Looks like the 3FE dizzy outputs will be fine for the ECU as they are.
From what I can understand so far from the Wolf's manual is there are a few various
options for timing signals this one seems to suit best.
Quote Wolf V500
Quote Toyota Landcruiser New Features.
Quote Toyota FSM 3FE.
From these 3 bits of information I gather my 3FE dizzy will be just fine.

Sept 17, 2007

44mm Wastegate.
Sept 25, 2007
The rocker-cover well it just ROCKS. Jet Hot coated, you just have to have a little bling
don't you!
When I dropped the head back in with the new bling rocker cover to the engine builder
these had just arrived.
Teflon coated skirt is black and they also already have their Ceramic coating on top. Also
gas vented to suit the turbo, which expands the top ring on the power stroke to give a better
seal still.
The block has been tested and ultrasounded, the cylinder wall thickness is plenty. The
minimum was 3mm after the re-bore. not sure how thick they actually are but I'm told we
have ample safety margin. Like everything else on a 40 it was built to last.

Sept 26, 2007

ARP bolts to suit the Jaguar 4.2 con rods are in too. It's like Christmas only better.
Oct 06, 2007
Crank is going out to be heat treated.

Oct 10, 2007

Found out today that the Wolf V500 only needs one timing mark from the dizzy for TDC
No1. The dizzy currently has 2, one for TDC No1 and TDC No6.
One will be machined off, so between the one left and the 24 toothed gear underneath all is
good.
Also picked up the air and water temp sensors today too.
Oct 12, 2007
Have been looking at the fuel system in detail this week.
Bosch M sport 500hp fuel pump $275AU
Magna fuel reg $295AU
Surge tank 1.9ltr $189AU
Fuel pump bracket $18AU
Fittings and check valve $120
Now to hit Ebay and see what I can save!

Con rods are just about finished been polished at the moment. As you can see the ARP Ford
rod bolts length is spot on for the Jaguar con rods.
Oct 17, 2007
Now the new cradle will be underway shortly to strengthen the bottom end and though I
doubt few will follow with what is almost a full race build, some may be interested in a
stronger bottom end kit for a mild built 2F.
I have had a chat with with my engine builder and he is agreeable in supplying a cradle kit.
After the first one it's much cheaper. Though from what I understand this will need to be
fitted while you are rebuilding your engine and is not something you can bolt on after.

Oct 19, 2007

The bearing in the dizzy was not too crash hot so while machining off the extra un-required
timing point I decide to replace the bearing.
Toyota here I have to say Suck Big Time.
The bearing is a 6201 at fist glance hmmmm but a few other small markings make it
slightly different.
A metric 6201 has a 12mm I/D just too small.
An Imperial 6201 has a 1/2" I/D just too big.
I have a sneaky feeling that Toyota won't supply the bearing but I bet I can buy a whole
new dizzy.
Well thanks to the boys at LOCTITE I can use the 1/2" I/D
Just have to machine a bronze spacer to set the height again as this is done by how far the
original bearing is pressed on, where as the new bearing goes all the way to the end of the
shaft.

Also picked up the fuel pump today. Bosch 0 580 254 044 M sport and I got the Bling
bracket too.
Oct 29, 2007
Been looking at the plumbing for the wastegate and I think this will work best. See pic
below, I was thinking of drilling and removing what looks like a plug in the throttle body.
It's the small round shiney silvery looking part. Looking at the casting this was added to
just block this part of the hole after casting, it feeds from just before the throttle body
butterfly, goes up and turns towards the words Toyota, there is an adjustment screw coming
into it from 90 degrees to the side, if I open it up I think it would make the ideal spot for
plumbing the wastegate into.
Had a good look with a torch and an inspection mirror and I can't see any sign of a thread
on the inside, still looks just like a plug.
The new ECU Wolf V500 will not require the cold start injector or the old fuel pressure
regulator as it's getting a new one, doing away with the VSV valve as well. All making the
new EFI system far simpler with as far as I can see now not one single original vacuum
hose. The cold start timer switch will also be obsolete. One of the joys of being pre
emissions here. There will be one air temp sensor in the 80mm out of the intercooler, one
water temp sensor for the ECU in the thermostat housing and one temp sensor for the
instrument gauge also in the thermostat housing.

Oct 31, 2007

Carefully drilled the plug (5.2mm) looking for any change in material just incase I drilled
into a screw and then tapped a M6 thread into it, then used a slide hammer and screw to
pull it out. All too easy no screw at the back of it, at least on the Aus model. Now to
machine a new fitting with a 6mm hose tail to match the one on the wastegate and press fit
that back into the same hole.
Toyota could not have done better here if they had planned it.
The block off plates are now all in place, the EGR and Cold Start Injector also the VSV
with an allen cap plug.
Postie came today with another little piece of the puzzle. The oil outlet flange/coupling for
the Turbo courtesy of eBay.
Going to have to stop buying blue anodized parts!!!

Nov 01, 2007

Machined the fitting for the hose to the wastegate that runs from the throttle body, pics a
little poor but it's my phone camera. Also made a little tool to fit over it, down to the
shoulder so I could punch it back in. Plus a little never coming out again Loctite stud lock.
All done, you can just see inside the throttle body where it feeds from.
Nov 10, 2007
Intercooler is completed apart from it's mounting which I will work out once the engine is
complete.
Full details here of the Intercooler.

Nov 27, 2007

Bought a few bits today. Fuel pressure regulator and fittings for the fuel rail.
The banjo fitting that came on the fuel pump has been replaced with a one way valve. The
new fuel inlet has replaced the all in one inlet/regulator and a new stand alone regulator will
replace the regulator and damper which has been removed from the other end of the fuel
rail.
All that's missing from the fuel system now is the surge tank, which will be fed by the
original mechanical pump. The old feed for the cold start injector will be blocked off as this
is now obsolete.

Nov 28, 2007

Drilled and tapped the M14x1.5 thread for the air temp sensor that will run to the Wolf
V500. The Wolf V500 also has the option for electronic boost control so you can map and
control the way the turbo boosts up in conjunction with the throttle position by controlling
the wastegate, also stops wastegate creep.
Dec 01, 2007
Picked up the solenoid that the V500 uses to control the wastegate today so now I can map
the boost coming on in conjunction with throttle position.
Also picked the fittings up for the Turbo. 2 AN10 fittings for the oil return to the Sump,
plus a fitting not shown to weld onto the sump.
4 AN6 fittings for water in and out as well as the connections for the other end.
Also ordered 2 AN3 for the oil feed, a hole will be drilled into the oil gallery in the block to
feed the Turbo.
Dec 02, 2007
Fittings for the Turbo in-situ, will have to wait until it's fitted now to measure up for the
steel braided hoses.
Dec 05, 2007
To give a little more room around the engine for the intercooler I have electer to go with a
remote oil filter drilling and tapping the original holes for the oil filter in the block and
running hoses from them to the remote fillter, this will also allow us to fit an oil cooler
inline too. the old mounting holes for the oil filter will be used to help mount the
intercooler.

Dec 06, 2007

Pulled the Turbo apart today to alter the orientation of the exhaust and compressor
housings.
Pretty simple just 6 bolts each side and retaining plates, once removed you just rotate the
housings to suit your needs. Now the exhaust and compressor are opposite.

Compressor side 0.7

Exhaust side .063
Before and After
Dec 07, 2007
Well it's been a busy afternoon, picked up the intercooler water pump.
Also picked up 2 x 65mm o/d aluminum round bar 100mm long, this will be machined into
the converter from the Davies Craig pump to the 8 lines for the intercooler as well as a feed
for the Turbo cooling. Just a rough idea off what I have planned, this will be machined in 2
parts one to fit the hose tail water fitting seen in the photo and the other half to match the
Davies Craig outlets. Once both halves are complete they will be welded together by
Awill4x4 and then welded to the intercooler. this means the water lines to the cooler are
kept to minimum. Rather than having 8 water lines running around the engine bay.
Then time for a chat with the engine builder about the cradle for the crank, hmmm it seems
that we need to extend the sump around 20mm for clearance. Three options here, 1st we
extend the sum 20mm overall losing ground clearance and possibly interfering with the
front axle when articulating (have to check). 2nd we extend the oil pan 20mm overall and
then take 20mm off the rear of the pan to bring the ground clearance back, possible front
axle interference and less oil capacity. 3rd we do away with the oil pan, go to a dry sump
and remote oil pump, no clearance issues, no oil starvation issues at any angle, no oil
pressure/feed issues with the toyota oil pump. Only issue here cost.

The good news is finally started work on the block, all 6 cylinders have now been re-bored
and are awaiting honing.
Dec 08, 2007
After reading and chatting with friends we have finally decided to go with this kind of
TurboSmart BOV

Sleeper! :-)

Dec 10, 2007

Spent the evening calculating Turbo outlet temps for the Garrett GT3082R @ 70F/21C
ambient and from what I can work out at 9psi the outlet temp should be around 180F/82C
at 15psi the outlet temp rises to 227F/108C.
Now if the intercooler is as good as I hope we should be looking at some good results. If I
have done my math right and built a intercooler that works.
Calculations using this.

Bill to date. This does not include the head work remember.

This does not include the re bore and cam which is now on order.
Cam Spec's: Duration 220 @ 0.050" with 0.430" Lift, center Line is 112 Degrees Hope that
makes sense.

Dec 11, 2007

Well after some long discusions with Colin the engine builder over delays with the cradle
and issues with now having to alter the sump to fit it in the idea has been canned. It looks
like we are now going to replace and strengthen two of the 4 main bearing caps.
This to me is a big step backwards but Colin has guaranteed, this will surfice, hmmmmm,
and any failure due to it will be covered by him.
I suppose like any great adventure it has it's highs and lows, this being a real low.
Dec 12, 2007
Old and new cam gears, the new one been Genuine Toyota with a bonded resin for better
harmonics.

Dec 12, 2007

My turbo calcs, these maybe incorrect.

9PSI
650 RPM 50CFM 5 Lb/PerMin
1000RPM 76CFM 8 Lb/PerMin
1500RPM 114CFM 12 Lb/PerMin
2000RPM 152CFM 15 Lb/PerMin
2500RPM 191CFM 20 Lb/PerMin
3000RPM 228CFM 24 Lb/PerMin
3500RPM 267CFM 27 Lb/PerMin
4000RPM 305CFM 32 Lb/PerMin
4500RPM 343CFM 35 Lb/PerMin
5000RPM 380CFM 40 Lb/PerMin
5500RMP 419CFM 43 Lb/PerMin
15PSI
The CFM remains constant but Lb/PerMin incresses with as you cram more air in
6LbPer/Min
9 Lb/PerMin
14 Lb/PerMin
20 Lb/PerMin
25 Lb/PerMin
29 Lb/PerMin
35 Lb/PerMin
40 Lb/PerMin
45 Lb/PerMin
49 Lb/PerMin
55 Lb/PerMin

A stock 2F will use just under the above CFM as mine is now just over 4300cc but pretty
close.

Dec 12, 2007

More calcs done.
Pressure ratio I have calculated are @9PSI 1.78 and @ 15PSI 2.3
These are the compressor maps from Garrett for the GT30R exhaust side and the GT3582R
for the compressor side.
Garrett don't actually list the GT3082R or have a compressor map for it most of the others
are covered on their web site.
So I would take a guess that the GT3082R will spool up like the GT3582R on the
compressor side producing a very similar compressor map, except with the GT30 Exhaust
housing in .63 it will spool up a little sooner than the GT35 shifting the map down the
graph a little.
If I have worked these things out correctly the Turbo @9PSI should spool up from
1500RPM and be at full boost by 2500RPM @ 15PSI 1000RPM and be at full boost by
2000RPM

Compressor map for a 82R 0.70A/R

Exhaust Turbine GT30 0.63A/R
Dec 18, 2007
The block is now honed and cross hatched. Tomorrow sees the O-rings machined into the
head.
The head gasket is in and no longer copper, it's now graphite, this is due to the consensus
that the head bolts are just too far apart to guarantee a copper gasket sealing the oil and
water. Head bolts are now to be studs and 1/2" UNF the block will be Helicoiled/Recoiled
to suit. By ARP

Dec 19, 2007

Well the block finally made it to the last stage, the heads been skimmed true and just the O-
ring to add when I called in today. The O-rings will match the flame ring on the graphite
gasket. The wire to make the O-ring is 40thou. Also the the cylinders are to be eyebrowed,
Colins good, slow but good.
You can also see in the photo a few extra holes in the side of the block one for the oil feed
for the Turbo from the main oil gallery and 2 in the diamond to support the manifold for the
Turbo.
At last the steel has turned up for the cradle 2 uprights for the new bearing caps and the top
section that will bind it all together with the clearance holes laser cut for the crank to pass
through.
Dec 20, 2007
Sump is finished just need a coat of BLACK paint . The oil return has been added too for
the Turbo.
The ARP head studs are in too, coarse thread is the block end going in to Helicoils and the
fine thread has the ARP washers and ARP head nuts.
Part No for the studs AR5.400-12B
Part No for the nuts 300-8334
Part No for the washers 200-8534
Dec 21, 2007
The O-rings seats in the cylinder head will be 36 Thou deep. The stainless steel wire used
to crate the O-rings is 40 Thou O/D. Once the O-ring seats are machined into the block the
steel wire is tapped into it leaving 4 Thou proud to seal against the flame ring when the
cylinder head is clamped down.
The crank is back, ground, balanced, nitrated, polished and has been cross drilled to
improve oiling to main bearings.
Dec 23, 2007
Well I found this on IH8MUD jgwinc Turbo build and it's exactly what I had planned for
my mounting next year.
Jan 02, 2008
Re drilling the holes for the cylinder head then de bured and finaly tapped for the recoil to
suit the corse imperial thread.
Jan 08, 2008
Well I'm finally getting excited. Here's the latest.
The eyebrowed cylinders.
Well all the machining is done the cradle is finished.
END OF PART 3