MCT_MR2
Yeah, the intermediate runner has a really steep taper tied in with the port shape changing. They actually share a lot in common with the 350z in that regard, which is probably why cosworth turned their manifold runners back on themselves instead of going for a cross ram design.

Unfortunantley I never played with these motors from a performance aspect, however I have rebuilt about 30 of them in my time when I worked for a major victorian toyota dealership.

The main things I remember about them were common faults, failures etc. For instance:
*bores ovaling and wandering, even in a production capacity
*vvti oil supply pipes for the back bank were prone to cracking
*pistons and ring were revised 3 or 4 times, the main issues were skirt length and design wearing the bores, oil control rings being too low tension, and also had an issue with gumming up and sticking into the piston relief.
*vvti cam gears had an issue with the retaining pin flogging out - it never affected operation, but caused a lot of noise on startup.
*if using headbolts, genuine only, NEVER reuse them, and the threads in the block aren't great, we had to helicoil quite a few as they had a habit of pulling threads out the block.
*if torque plate honing, use an alloy torque plate, not a steel one.
*run an oil cooler - these things cook oil, and cause trouble with the vvti filters, and valve stem seals.
*if you got a later model engine and have the black plastic oil filter housing, ditch it and get an alloy one from an earlier model.

Oh, if your using genuine main bearings (they never caused issues, they were a good thing) did your engine builder have fun selecting the right size? I recall there being a number on the crank, block and cradle, and you had a chart which based off the three numbers there were one of six or eight bearing thicknesses to use.

MCT_MR2
Yeah, the intermediate runner has a really steep taper tied in with the port shape changing. They actually share a lot in common with the 350z in that regard, which is probably why cosworth turned their manifold runners back on themselves instead of going for a cross ram design.

Unfortunantley I never played with these motors from a performance aspect, however I have rebuilt about 30 of them in my time when I worked for a major victorian toyota dealership.

The main things I remember about them were common faults, failures etc. For instance:
*bores ovaling and wandering, even in a production capacity
*vvti oil supply pipes for the back bank were prone to cracking
*pistons and ring were revised 3 or 4 times, the main issues were skirt length and design wearing the bores, oil control rings being too low tension, and also had an issue with gumming up and sticking into the piston relief.
*vvti cam gears had an issue with the retaining pin flogging out - it never affected operation, but caused a lot of noise on startup.
*if using headbolts, genuine only, NEVER reuse them, and the threads in the block aren't great, we had to helicoil quite a few as they had a habit of pulling threads out the block.
*if torque plate honing, use an alloy torque plate, not a steel one.
*run an oil cooler - these things cook oil, and cause trouble with the vvti filters, and valve stem seals.
*if you got a later model engine and have the black plastic oil filter housing, ditch it and get an alloy one from an earlier model.

Oh, if your using genuine main bearings (they never caused issues, they were a good thing) did your engine builder have fun selecting the right size? I recall there being a number on the crank, block and cradle, and you had a chart which based off the three numbers there were one of six or eight bearing thicknesses to use.

Carmikey
Only 6 weeks till wakefield 300.... u will be pushing it steve!

Carmikey
Only 6 weeks till wakefield 300.... u will be pushing it steve!