3.0 twin turbo=sweet
11-09-2011, 10:27 AM
#1
Registered User
Thread Starter
3.0 twin turbo=sweet
Hey all out there. i just ordered my engine from jdm engine zone. its a 6g72tt out of a 3000gt vr4 manual 24v heads. the exhaust mani's will be flipped so the turbos point the right way. the engine will bolt into the r150 tranny with the use of a bellhousing off a mitsubishi mighty max v6 5spped, aisin warner tranny, since the mightmax v6 uses the same block 6g72 with 12 valve heads, and the teranny is the standard 5speed like the ax15 r150, r151, r154, ect ect... the engine is similar in size to the 3vzfe and is the same displacement. it makes 300 hp BOOM ROASTED pics on the way. the donor rig is a bone stock 92 4 door 4runner. i'll post some engine pics when i have my camera, but it will be mid december when i start the build and have some time off. going to trey to do it all in one week of furious wrenching. and before anyone says it I WILL NOT DO THE 3.4 SWAP TOO MANY OUT THERE AND MINE WILL BE FASTER WHEN ITS DONE HA HA. besides the 3.4 swap is too easy i like a challenge
11-09-2011, 11:39 AM
#5
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Thread Starter
there's the motor that is on its way to me. i will need to flip the manifolds side to side. i had an idea of using a 3vzfe with 8:1 comp pistons with the 6g72tt turbos and fuel managment, its still obd1 and run the yota block for ease of a swap but decided against it due to complication yet to be seen with injectoers and stuff. so it will be the mitsu engine. mightymax accesories bolted on the front. the hardes part will be the intake faces the firewall. i can make a spacer that filps the plenum around but would rather find a bolt on option. anyone know of a good mitsu forum thats as good as this one is for toyotas
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Can't wait to see this!!
11-09-2011, 01:13 PM
#10
Registered User
For your reading enjoyment:
https://www.yotatech.com/forums/f116...ow-dude-52808/
Post #135 has the juicy part!
BTW, do you foresee this swap as being cheaper or more expensive than a 3.4 swap?
https://www.yotatech.com/forums/f116...ow-dude-52808/
Post #135 has the juicy part!
BTW, do you foresee this swap as being cheaper or more expensive than a 3.4 swap?
11-10-2011, 09:26 AM
#14
Registered User
Thread Starter
it will be more considering what i spent on the motor i could have done the 3.4 swap. however im not too much of a toyota purist and want something unique that will be a total sleeper. my 92 is in great shape inside but the clear is peeling off the hood fenders and roof. no plant to repaint. i just want a beater looking truck that puts out 300hp at the wheels
11-10-2011, 09:28 AM
#15
Registered User
Thread Starter
im still going back and forth on trying to rig this all up on a 3vzfe motor. ill have to look at the injectors when i get it. if i can make the mitsu injectors fit in the toy rail im going to go that route. still have 24v heads and same displacement. just need a thicked hg to lower the comp or pistons. it that or mixing trannys and bellhousings to bolt it all in so either way i still have another grand or so to spend. im going to try to make an adapter plate for my bell when the motor shows up if at all possible to save some coin. the hardest part will be fabbing ic pipes exhaust and intake.
11-20-2011, 04:16 PM
#19
For those not in-the-know...
This is what's known as a wide-angle(90°) "performance" V6, commonly used for transverse mounting applications(due to engine bay space requirement).
All Toyota V6 engines(VZ, MZ, and GR series), are narrow-angle(60°) "economy" V6s. Which might also make the 5VZ-FE(or any other 60° V6) an easier swap. The 3VZ-FE has an intake manifold that would likely be even trickier than either one to make work in a PU/4Runner though. Which is why nobody's got that far along with that one yet.
Can you make that engine fit/work? Most likely, one way or another. I mean if a guy can swap in a wide-angle small block V8(which's been done PLENTY of times before), why not a wide-angle V6? As a matter of fact a buddy of mine has a wide-angle Buick 3.8L V6 in his 85 Toyota PU(which happens to be a pretty badass V6 too BTW). Fits just fine with room to spare. That 3.0L V6 don't look like it's any bigger than that one. Or much bigger/wider than a 3VZ-E, for that matter.
Does it really make 300 HP? Maybe...at some UNGODLY high RPM...and thus not as useful/usable in a 4WD/offroad vehicle.
For that application, if not a Supercharged 5VZ-FE, you'd probably be better off with another one that produces good low end power like the...
But granted...it probably wouldn't bolt to an R150 very easily.
This is what's known as a wide-angle(90°) "performance" V6, commonly used for transverse mounting applications(due to engine bay space requirement).
All Toyota V6 engines(VZ, MZ, and GR series), are narrow-angle(60°) "economy" V6s. Which might also make the 5VZ-FE(or any other 60° V6) an easier swap. The 3VZ-FE has an intake manifold that would likely be even trickier than either one to make work in a PU/4Runner though. Which is why nobody's got that far along with that one yet.
Can you make that engine fit/work? Most likely, one way or another. I mean if a guy can swap in a wide-angle small block V8(which's been done PLENTY of times before), why not a wide-angle V6? As a matter of fact a buddy of mine has a wide-angle Buick 3.8L V6 in his 85 Toyota PU(which happens to be a pretty badass V6 too BTW). Fits just fine with room to spare. That 3.0L V6 don't look like it's any bigger than that one. Or much bigger/wider than a 3VZ-E, for that matter.
Does it really make 300 HP? Maybe...at some UNGODLY high RPM...and thus not as useful/usable in a 4WD/offroad vehicle.
For that application, if not a Supercharged 5VZ-FE, you'd probably be better off with another one that produces good low end power like the...
GM L67 Supercharged 3.8L V6
The L67 is the supercharged version of the Series II L36 and appeared in 1996, one year after the normally aspirated version. It uses the Eaton Generation III M90 supercharger with a 3.8" pulley, a larger throttle body, fuel injectors, cylinder heads, and lower intake manifold than the L36 uses. Both engines share the same engine blocks, but compression is reduced from 9.4:1 in the L36 to 8.5:1 for the L67. Power is up to 240 hp (180 kW) and 280 lb·ft (380 N·m) of torque. Final drive ratios are reduced in most applications, for better fuel economy and more use of the engine's torque in the low range. The engine was built in Flint, Michigan. The engine was certified LEV in 2001
The L67 is the supercharged version of the Series II L36 and appeared in 1996, one year after the normally aspirated version. It uses the Eaton Generation III M90 supercharger with a 3.8" pulley, a larger throttle body, fuel injectors, cylinder heads, and lower intake manifold than the L36 uses. Both engines share the same engine blocks, but compression is reduced from 9.4:1 in the L36 to 8.5:1 for the L67. Power is up to 240 hp (180 kW) and 280 lb·ft (380 N·m) of torque. Final drive ratios are reduced in most applications, for better fuel economy and more use of the engine's torque in the low range. The engine was built in Flint, Michigan. The engine was certified LEV in 2001
Last edited by MudHippy; 11-20-2011 at 04:33 PM.
