Getting more horsepower?
07-03-2011, 08:44 PM
#22
Want more power out of that TwoTwoR?
Stroke it and put on a Holley 500 CFM carb!!
http://www.youtube.com/watch?v=K6fju...&feature=feedf
Stroke it and put on a Holley 500 CFM carb!!
http://www.youtube.com/watch?v=K6fju...&feature=feedf
07-03-2011, 09:40 PM
#25
Not sure on the HP, wont even guess.... I'm always interested in these threads, as they always seem to have TONS of differing opinions, etc.
Putney's seems to get a bit more out of their 'special' motors.... Interesting Videos on Youtube under 22reperformance.com. LCE puts out some nearly 300HP 22re's, ..(not sure about the carb'd ones, ...I'm sure though. Ted of engnbldr said he always found DOA build some INSANELY hard to beat Stroker 22RE's... Those guys list all that they do and ALL that they get out of them.
I can only speak from personal experience on what I FEEL from mine, and what I'm 'getting' on hills, etc. 1st, the LCE Header did seem to be an instant help on hills/top speed as well. The Cold Air Intake worked pretty well with the 'power band' of the 261 cam, ...but not enough to be necessary or anything(More of a 'VROOM-VROOM' sound from what I can tell, rather than performance. However, I'm sure they HELP with the more Stage-3 Type motors, strokers, etc.).... With just my cleaned up injectors and header, cold air intake, 261 cam and stock 4.10 gears, ...Last summer, I took the 14Hwy Pass(by Acton, CA) at 60-65mph, NO PROBLEM, where as before, very stock, lil bit tired, the thing would struggle to do 45 and I usually had to be in 3rd most of the way and all the way over in the slow lane! lol.
When I rebuilt AGAIN, by the time I installed it and got her on the road, I had swapped in some 4.30 gears, ...which don't seem like much from 4.10(where I was)...but they DEFINITELY helped even more, and with all the same mods mentioned, I was able to take the Cahon Pass at 70MPH, almost the whole way, loaded with luggage, cooking gear, etc., on my way to Lake Havasu, AZ. That pass is even worse than the one by Acton(Glacier?).
My list that I think I'm really going to finally be able to enjoy wound up being
#1. GEARS
#2. Locker
#3. CAM
#4. Header
#5. Cold Air intake
I love how mine runs now, and I've had 3 Carb'd trucks... they seemed to be nearly as trouble free as my other 3 22re's.... But now that I have the 22re down,... I just far prefer it's dependable-reliability and lil better mileage? lol.
PS> Did 65mph no problem coming back from AZ by needle point mountain(BIG HILL) with the air on.
Sorry if this is a tangent, ...I meant no harm. hahaha.
Putney's seems to get a bit more out of their 'special' motors.... Interesting Videos on Youtube under 22reperformance.com. LCE puts out some nearly 300HP 22re's, ..(not sure about the carb'd ones, ...I'm sure though. Ted of engnbldr said he always found DOA build some INSANELY hard to beat Stroker 22RE's... Those guys list all that they do and ALL that they get out of them.
I can only speak from personal experience on what I FEEL from mine, and what I'm 'getting' on hills, etc. 1st, the LCE Header did seem to be an instant help on hills/top speed as well. The Cold Air Intake worked pretty well with the 'power band' of the 261 cam, ...but not enough to be necessary or anything(More of a 'VROOM-VROOM' sound from what I can tell, rather than performance. However, I'm sure they HELP with the more Stage-3 Type motors, strokers, etc.).... With just my cleaned up injectors and header, cold air intake, 261 cam and stock 4.10 gears, ...Last summer, I took the 14Hwy Pass(by Acton, CA) at 60-65mph, NO PROBLEM, where as before, very stock, lil bit tired, the thing would struggle to do 45 and I usually had to be in 3rd most of the way and all the way over in the slow lane! lol.
When I rebuilt AGAIN, by the time I installed it and got her on the road, I had swapped in some 4.30 gears, ...which don't seem like much from 4.10(where I was)...but they DEFINITELY helped even more, and with all the same mods mentioned, I was able to take the Cahon Pass at 70MPH, almost the whole way, loaded with luggage, cooking gear, etc., on my way to Lake Havasu, AZ. That pass is even worse than the one by Acton(Glacier?).
My list that I think I'm really going to finally be able to enjoy wound up being
#1. GEARS
#2. Locker
#3. CAM
#4. Header
#5. Cold Air intake
I love how mine runs now, and I've had 3 Carb'd trucks... they seemed to be nearly as trouble free as my other 3 22re's.... But now that I have the 22re down,... I just far prefer it's dependable-reliability and lil better mileage? lol.
PS> Did 65mph no problem coming back from AZ by needle point mountain(BIG HILL) with the air on.
Sorry if this is a tangent, ...I meant no harm. hahaha.
Last edited by ChefYota4x4; 07-03-2011 at 09:43 PM.
07-03-2011, 09:51 PM
#26
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i have seen several 22r and 22re's dynos with more mods then you and they only put out 100-105rwhp ,stock 75-90rwhp . The only way to reliably get 50hp + gain is boost. Since your already have a carb buy a propane conversion a turbo manifold and turbo and have some fun (theirs more to it that but you get the picture). and dsm's are 
theirs so many better 4cyl then that.
theirs so many better 4cyl then that.
07-04-2011, 08:21 AM
#27
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I was thinking about throwing a Nissan (SR20DET) 2L Turbo into a runner. Mild stock setup can throw down 250RWHP in a car, torque starting off at ~190 ft/lbs @ as low as 2k RPM.
Always through it would be cool to see what it could do.. Seems hard to get power out of the 22R/E motors. I'm in the middle of a 3.4L swap right now. It's suppose to be a 40HP increase from the 3L motor. With a supercharge suppose to bring it to 100HP increase. I'm going to go down the no Supercharger for now, see how it works without a supercharger.
Always through it would be cool to see what it could do.. Seems hard to get power out of the 22R/E motors. I'm in the middle of a 3.4L swap right now. It's suppose to be a 40HP increase from the 3L motor. With a supercharge suppose to bring it to 100HP increase. I'm going to go down the no Supercharger for now, see how it works without a supercharger.
07-04-2011, 11:19 AM
#28
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IMO, I rather stick to a toyota motor in a toyota vehicle
likewise, if I had a nissan, I'd stick to a nissan motor
something about mismatching brands doesn't settle good for me
likewise, if I had a nissan, I'd stick to a nissan motor
something about mismatching brands doesn't settle good for me
07-04-2011, 11:37 AM
#29
Registered User
Oh I'm not going to do it, The SR20DET just has a PERFECT power band for what we do on the trails.
One of the reason i choose the 3.4L instead of something else. a 2JZ would be pretty sweet to throw in there as well.
I wonder what the main problem with the 22R/E is. Wonder if its the head thats the issue, or the bottom end or what. Would be interesting to see someone fix the issues. Motor has potential... just currently its not a powerhouse.
One of the reason i choose the 3.4L instead of something else. a 2JZ would be pretty sweet to throw in there as well.
I wonder what the main problem with the 22R/E is. Wonder if its the head thats the issue, or the bottom end or what. Would be interesting to see someone fix the issues. Motor has potential... just currently its not a powerhouse.
07-04-2011, 01:28 PM
#30
Registered User
the bottom end is plenty strong as proven over the years
it's ultimately the head and low compression pistons that holds it back
it's the same problem that plagues the Nissan KA engines
it's ultimately the head and low compression pistons that holds it back
it's the same problem that plagues the Nissan KA engines
07-04-2011, 06:25 PM
#31
Registered User
i have seen several 22r and 22re's dynos with more mods then you and they only put out 100-105rwhp ,stock 75-90rwhp . The only way to reliably get 50hp + gain is boost. Since your already have a carb buy a propane conversion a turbo manifold and turbo and have some fun (theirs more to it that but you get the picture). and dsm's are theirs so many better 4cyl then that.
theirs so many better 4cyl then that.DSM's are far from a joke.. Here is one eating a Supra. Mind you non-knowers,,, the DSM is a 4banger
http://www.youtube.com/watch?v=D6B1d4leDKM
I could post a million of these,,instead just head to Youtube and enjoy
07-04-2011, 06:54 PM
#32
Registered User
and then the better, stronger variant of that same motor is in the lancer evolutions for almost a decade... they were race proven around the world in circuit racing and the rallying, the latter of which is the ultimate test in reliability other than le mans...
07-04-2011, 09:28 PM
#33
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anything can be fast, from personnel experience the dsm's are pieces of junk. i can post a video of a geo metro beating a supra but what douse that prove. why douse rally racing prove anything in reliabilty when those motors are rebuilt after ever race. the ultimate test in reliability is being a dd for 15+ years and always getting you to your destination with just regular maintenance.
Last edited by 94toy22re; 07-04-2011 at 09:38 PM.
07-05-2011, 01:10 AM
#34
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reliability is proven when you FINISH, or better yet, WIN a race
a single rally race alone isn't just a mere 10 mile race.... it consists of multiple stages that sums up to hundreds of miles, of varying terrain and conditions... the rules also forbid motor repairs or replacements... rules also limit power and amount of modifications done to an engine for specific classes
this is why rally races like the le mans is a good gauge of reliability, because these races subject the vehicles and powertrain to severe abuses/stresses while operating at the limits... if something breaks, then you know where the weak points are
whereas your beloved 15 year daily driving won't ever see those stresses other than eventual old age/fatigue... they're really different things
high performance reliability is not exactly the same as "15 year reliability"
and DSMs are crap only because the designs and build quality was halfassed... it was built here and not japan afterall
evos fair much better
a single rally race alone isn't just a mere 10 mile race.... it consists of multiple stages that sums up to hundreds of miles, of varying terrain and conditions... the rules also forbid motor repairs or replacements... rules also limit power and amount of modifications done to an engine for specific classes
this is why rally races like the le mans is a good gauge of reliability, because these races subject the vehicles and powertrain to severe abuses/stresses while operating at the limits... if something breaks, then you know where the weak points are
whereas your beloved 15 year daily driving won't ever see those stresses other than eventual old age/fatigue... they're really different things
high performance reliability is not exactly the same as "15 year reliability"
and DSMs are crap only because the designs and build quality was halfassed... it was built here and not japan afterall
evos fair much better
Last edited by The MAN; 07-05-2011 at 01:11 AM.
07-05-2011, 07:25 AM
#35
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https://www.yotatech.com/387076-post4.html
KA engines are 155 HP w/ 163Ft/LB torque. Not bad for a 2.4L motor. You can also get a TON of HP from them pretty easily...
3.0 does 150HP with 183FT/LB of torque.
3.4 does 183 HP w/ 217 Ft/lb torque.
07-05-2011, 07:33 AM
#36
Registered User
First of all, I know these things are not power houses and I have searched but haven't found info on all of this or for my situation. I would love to hear from someone with a similar set up, especially those with weber carbs. I am going to put up the mods that have been done to my engine with the hp gain that I have either heard or a guess, and add it up. Looking for insight, info, discussion. Correct me if I am wrong.
Stock 22r/22re; 96/105hp
Bored over; not sure how much but i think 040, 5-10 hp(guess) does anyone know how much displacement is gained?
Headers; 12-15hp
2 1/4 exhaust with high flow muffler no cat; 5-10hp
A/C unit and vacuum hoses removed(except timing and the ones that clean out the valve cover); 5-10hp
Weber 32/36 carb; 40-50hp when tuned right.(Got this from a weber tech)
Timing advanced as far as it'll go running on regular; maybe 1hp
My engine is a late 22re block converted to 22r with 12,000 mi on it with good compression. So I started with 100hp as a good estimate.
Adding these numbers on the low end I get 168hp. I am running 31's with stock gearing and for a toyota pickup its pretty peppy. I want to upgrade the cam sometime. I want to keep the same low end power and mileage if possible and gain a little get up and go. I heard the DOA 240 cam does that with higher lift and same duration as stock. Anyone have this cam? Any suggestions on cams?
Stock 22r/22re; 96/105hp
Bored over; not sure how much but i think 040, 5-10 hp(guess) does anyone know how much displacement is gained?
Headers; 12-15hp
2 1/4 exhaust with high flow muffler no cat; 5-10hp
A/C unit and vacuum hoses removed(except timing and the ones that clean out the valve cover); 5-10hp
Weber 32/36 carb; 40-50hp when tuned right.(Got this from a weber tech)
Timing advanced as far as it'll go running on regular; maybe 1hp
My engine is a late 22re block converted to 22r with 12,000 mi on it with good compression. So I started with 100hp as a good estimate.
Adding these numbers on the low end I get 168hp. I am running 31's with stock gearing and for a toyota pickup its pretty peppy. I want to upgrade the cam sometime. I want to keep the same low end power and mileage if possible and gain a little get up and go. I heard the DOA 240 cam does that with higher lift and same duration as stock. Anyone have this cam? Any suggestions on cams?
Stock carb and intake
TRD stage 1 cam
Downey header
2 1/4" exhaust to Flowmaster muffler (no Cat)
4.56 gears turning 31" tires
The truck flew up hills in 5th gear. Now this was on my pre-runner 2wd but I can tell you that without the gears, the cam was not operating in the range it was designed. It helped but when I put the gears in along with the other stuff, it made it feel like it was a different engine. Also I never disconnected any emissions stuff but I did rebuild the carb which made a big difference.
James
07-05-2011, 02:42 PM
#37
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From what I've found they have 9.4:1 compression ratio for the pistons which is pretty high. I moved my SR20DET's compression ratio from 8.4:1 to 9.5:1. Is the block on the 22RE iron? or is it alum/sleeved? The head, What are the issues with the head?
https://www.yotatech.com/387076-post4.html
KA engines are 155 HP w/ 163Ft/LB torque. Not bad for a 2.4L motor. You can also get a TON of HP from them pretty easily...
3.0 does 150HP with 183FT/LB of torque.
3.4 does 183 HP w/ 217 Ft/lb torque.
https://www.yotatech.com/387076-post4.html
KA engines are 155 HP w/ 163Ft/LB torque. Not bad for a 2.4L motor. You can also get a TON of HP from them pretty easily...
3.0 does 150HP with 183FT/LB of torque.
3.4 does 183 HP w/ 217 Ft/lb torque.
the KA24DE had 9.0:1 or 9.5:1 compression, depending on variant... not really high compression either
high compression is pretty much considered 10:1 or above
obviously in stock form, the KA24DE is much better than the KA24E... the stock head outflows the stock KA24E head, however there's much more room to work with in the KA24E head and it is possible to make it outflow the KA24DE head, even if the latter had been reworked.... this was proven in race cars in the 90s
all KAs like all toyota R engines are iron block... no sleeves or any of that nonsense that's in coke can engines
Last edited by The MAN; 07-05-2011 at 02:44 PM.
07-05-2011, 07:41 PM
#39
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Ok, slightly of topic but not much. I have read that the EB 268 cam is more torquey than the 261, and I have read the otherway around. So which one is more torque and which one is more power/rpm's?
07-05-2011, 10:18 PM
#40
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I got the lc engineering pro torquer cam its 285 intake and 290 exhaust duration and 455 valve lift on both sides it has a great range from 1200 to 5000 rpm. Along with the lc header 3in exhaust and supra afm and putneys performance head. It is a great setup love the power i added i would love to have it dynoed to see what its putting out lol.
