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Hello all,
Figured it was about time to start noting down this swap, I say swap, thus far it's just a process of taking the engine apart and scattering oily engine bits all over my garage.
My truck is a 1994 SSR-G Surf, 3.0 Manual with factory LSD (that is extremely tired, but that will be for another day)
My engine is 1996 1UZ-FE ll (non-VVTi) out of a Lexus LS400, I say "ll" at the end is the is the slightly updated 1UZ featuring the raised compression ratio, revised pistons, rods and the round section cast ally fuel rails, and does not have the plastic infill plates between the heads and plenum.
So far I've found a few erroneous nuts and bolts, there would be a row of 12mm nuts then you'd find a 3/8 snuck on there..., have also found a 12mm Snap-On socket hidden in the valley, so that's some of the £400 purchase price negated.
As I write this, the engine is torn down to just the block casting, I've checked the rod and main clearances with plastigauge (man it takes a long time with 6-bolt mains!), and all is well, though I don't think the previous owner was a fan of oil changes, very sludgy!
New piston rings were ordered, and end gaps have shown the block to be in good order too, however, when I tried to install them on the piston, it turns out the revised piston ring thickness for rings one and two is 1.2mm and the earlier ones (that I purchased) were 1.5mm, oil control rings are the same at 3mm, slightly annoying.
The heads are off being skimmed and checked, and seems I have bent valves on one cylinder, and finding replacement valves has shown to be a pain, ended up ordering a full set of 32 from the US, as even with shipping, it's still cheaper than walking down the road to the Lexus garage and buying 4 (yes only four) new OEM valves.
Next stage will be to Flex-Hone the bores, and pressure wash the block for all its worth.
Why am I doing things then....?
The 1KZ-TE in the truck will run till doomsday, I have no doubt about that, but it is woefully under powered, I got out dragged by a Picasso the other day, that is motivation enough!, also the engine is very old, it's not common rail, it's not inter-cooled, it gets 23-25mpg if I'm lucky. I know the 1UZ will fit, read enough threads and posts to be happy with that, and with all the bad press about vehicles that drink from the black pump, I'm sure there will be a squeeze on old oil burners sooner or later. Plus I've never stripped and fully rebuilt an engine, closest I've gotten so far is the head gaskets on my Dad's P38 Range Rover, very interesting to compare the architecture of the 2 engines!
I'll add pictures in due corse, very easy to blast through a list of tasks only to realise you should have stopped and taken a bunch of pics, one for clues later one when rebuilding, and two, just to help tell the story....here goes!
Figured it was about time to start noting down this swap, I say swap, thus far it's just a process of taking the engine apart and scattering oily engine bits all over my garage.
My truck is a 1994 SSR-G Surf, 3.0 Manual with factory LSD (that is extremely tired, but that will be for another day)
My engine is 1996 1UZ-FE ll (non-VVTi) out of a Lexus LS400, I say "ll" at the end is the is the slightly updated 1UZ featuring the raised compression ratio, revised pistons, rods and the round section cast ally fuel rails, and does not have the plastic infill plates between the heads and plenum.
So far I've found a few erroneous nuts and bolts, there would be a row of 12mm nuts then you'd find a 3/8 snuck on there..., have also found a 12mm Snap-On socket hidden in the valley, so that's some of the £400 purchase price negated.
As I write this, the engine is torn down to just the block casting, I've checked the rod and main clearances with plastigauge (man it takes a long time with 6-bolt mains!), and all is well, though I don't think the previous owner was a fan of oil changes, very sludgy!
New piston rings were ordered, and end gaps have shown the block to be in good order too, however, when I tried to install them on the piston, it turns out the revised piston ring thickness for rings one and two is 1.2mm and the earlier ones (that I purchased) were 1.5mm, oil control rings are the same at 3mm, slightly annoying.
The heads are off being skimmed and checked, and seems I have bent valves on one cylinder, and finding replacement valves has shown to be a pain, ended up ordering a full set of 32 from the US, as even with shipping, it's still cheaper than walking down the road to the Lexus garage and buying 4 (yes only four) new OEM valves.
Next stage will be to Flex-Hone the bores, and pressure wash the block for all its worth.
Why am I doing things then....?
The 1KZ-TE in the truck will run till doomsday, I have no doubt about that, but it is woefully under powered, I got out dragged by a Picasso the other day, that is motivation enough!, also the engine is very old, it's not common rail, it's not inter-cooled, it gets 23-25mpg if I'm lucky. I know the 1UZ will fit, read enough threads and posts to be happy with that, and with all the bad press about vehicles that drink from the black pump, I'm sure there will be a squeeze on old oil burners sooner or later. Plus I've never stripped and fully rebuilt an engine, closest I've gotten so far is the head gaskets on my Dad's P38 Range Rover, very interesting to compare the architecture of the 2 engines!
I'll add pictures in due corse, very easy to blast through a list of tasks only to realise you should have stopped and taken a bunch of pics, one for clues later one when rebuilding, and two, just to help tell the story....here goes!
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