Keith Tanner said:
Also, note my disclaimer about peak power numbers, then go look at that dyno chart I posted. 400 hp is not always the same.
Oh I totally understand the importance of area under the curve. I went to some significant lengths on the Supra to increase it as much as possible, and it shows with a fairly wide (for a small engine) torque curve. All that said, I’d do it significantly better a second time around, and likely only spend half as much… live and learn I suppose.
Trouble for me, is elevation. I live at 6500′, and it’s not uncommon for me to be climbing on the fun roads around the area. V8’s are alright, and I’m sure a well sorted V8 would do well even up here, but boost is almost a must up here. Trouble is, fitting both into some engine bays… All that said, I kinda appreciate the challenge in learning to drive an engine that’s a bit weak down low. Really forces you to keep the revs up, learn to carry momentum. Weird as this sounds, my Supra was modeled a lot after the driving experience of my Miata. Weirder still? It works. Really well once you get the hang of it.
To the rest of you folks, I appreciate the knowledge you’re dropping on me. I’ve went from knowing next to nothing about the lower end Gen 3 GM v8’s to knowing that even they, the lower ones on the totem pole, have their place, and potential. It’s good to know!
Specifically, Knurled, I’ve always known that pushrod design is what limits a lot of otherwise well thought out engines. Sure, there are plenty out there that “can” rev 7500, 8k, or even beyond, but… for how long? It’s a rhetorical question. Point is, I’m not a fan of grenades. Sure, badass engine is badass, but it’s never fun to have to push a car back to the pits because longevity wasn’t given much thought. There’s nothing in my bottom end stopping me from pushing my 1j past 10k, but my current head wouldn’t likely last long, and the way it’s setup, it wouldn’t make power up there anyway, but that’s another point.
As for the 1uz swap into an older car, maschinebau, I’m not as well versed in those as I am with the JZ. I am kinda surprised the ecu doesn’t require the key in order to work on a swap. Good to know though! I still think they’re likely the cheapest boost-ready engine in that displacement range, that may be their biggest appeal for folks like me.
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