Not sure at this stage, probably when the 20V packs it in from abuse.

And this arrived today >.>

I've heard that the 1ZZ/3S/1MZ all share the same size bucket diameter, but I've yet to see anyone actually do a write up about installing them.
The big thing I'm looking at is I've sent off a spare pair of stock 1MZ cams to Kelfords Cams NZ to look at getting them reground to better profiles (new billet cams are prohibitively expensive for a 1MZ). The probably with regrinding is that I will need much bigger shims to make up the lose in base circle, and being a shim over bucket setup, I'm worried it will spit a shim out at higher RPM due to the more aggressive cam profile and over sized shims. I would swap straight to the 1ZZ shimless buckets, but I have a suspicion that they will not have enough thickness to make up the base circle of the reground cams. So I've started looking into the shim under bucket setup from the Gen3 3S, which I should be able to use over sized shims on without them flying out.
But since no one has documented doing any of this or isn't willing to share the information, I'm buying all the parts for 1 valve setup from each motor and getting a hands on 100% solid confirmation with my own eyes.

The M62 Supercharger a couple of posts back is going on the SlushDub. I could probably fit it to the V6, but it's a tad small still for any real amount of power (M62 in a 3.8L commondore on 10psi makes ~230RWHP). Eventually I'm going to buy a Kenne Bell 2.1L twinscrew supercharger

to put on it and aim for something silly, like 300RWHP. The KB unit will handle high boost up to 16-18psi without needing to spin it to stupid speeds and should remain in it's efficiency range.
 
But for now I want to get the 1MZ in and running as an NA with a few tweaks. Once I can spend a year or two abusing the 1MZ and fixing any problems with the plateform, I'll consider to moving to the next step with the big twinscrew. All in all, I'm in no rush to go boosted, I've grown to enjoy the simplicity and reliability of an NA and the lack of power just encourages me to improve my driving to go faster instead of just adding more HP :)

The reason the V6's take such a dive after 5000rpm is because the factory cams are massively restricting the motors ability to breathe up in the top end. They are only 228 degree cams on both in/ex, which is probably apart of Toyota design of giving these motors the ability to make lots of down low torque (230Nm @ 1000RPM...) for daily driving and better load driving ability.
I'm hoping that with cams in the 264 region, the motor should be able to keep building HP right up to around 6500-7000RPM.
 
Anyway, ended up doing some more 6-Speed gearbox work today.
Removed the bearings off the ZZW30 Helical LSD, but had to redesign my bearing puller in the process, using the angle grinder...

 
And I finally stripped down a spare C52 for the gearbox casing.

 
Just need to buy / build a new bearing puller to remove the 5th/6th gears off the C60, then I can start the assembly process.

Now that is a cool addition!