2008 1.5JZ - Toyota Chaser, 3.1 liter, 1997

Year 2008. By the season were purchased: vvti engine 2JZ-GE , 540th SARD injectors, front cooler 76mm and 2.5 inch pipes, oil cooler with thermostat, Chinese GT35 turbine, MAF from jzs161.
The collector was remade by Dima FourV from HKS 1G-GTE. Westgate Chinese 45mm.
Oil nozzles were cut into the block and “sort of” drilled a hole between the channels. Put new liners and new pistons from 2jz-gte. MAF from jzs161 inserted into a pipe with a diameter of 105mm.

I put the gasket in a sandwich of two stock ones, stratified one and it turned out like this: thin, thick, thin, thick, thin. Due to the fact that the head rose 15 mm higher, I had to lengthen some brackets and a tube from the pump to the head. The engine was started, everything was fine, except for one detail - the oil pressure was in the region of 4kg at XX. I was very worried about this, but the answer came later. Of course, 2J is not 1J for you. The low end was a pleasant surprise. Because of him, the pit does not bother. I went to run in, blew 1.2 kg a couple of times and … the turbine grunted. Grunted due to the fact that it worked without oil, but without oil, because the channel was not drilled in the 2jz-ge block. And damn it, I didn’t check, I didn’t wash the block myself. Accordingly, the oil did not go to the nozzles and therefore there was such a large oil pressure. So I had to look for exactly the same turbine. She was found in Kazakhstan. I forgot to tell the seller that I would appreciate the investment, and I had to run around customs. A rotten office, to be honest, rotten people at that time were at the customs clearance of cars and spare parts. He donated 1,800 rubles to the state, installed a turbine, supplied oil to the turbine from the oil thermostat and filter site, it is located under the bumper on the right.
Go. Stas helped with the firmware of the computer and setting up the maf. Fully appreciated the gearshift settings in the PFC, a wonderful thing. Just then the cut-off appeared, we managed to measure the time at 402m. on our hill - 12.7 I went to a pressure of 1.3-1.4 kg. Blend 10.5. Nozzle loading 95%
This is where it's time for TR AEM. What happened, I did not understand, but one day he simply stopped holding fuel pressure. Here, of course, there is also my fault, having a pressure sensor in front of my eyes, I did not notice that it drops under a load of up to 1 kg and stupidly continued to put pressure on the gas, not understanding what happened to the motor. I twisted the regulator screw, it worked. In a couple of days the final races were to take place. Arriving at the track, I decided to try to increase the pressure, during the tests, the boost jumped to 1.8 kg, up to 1000. At 5 candles, the ceramic insulator crumbled, at three the electrode burned out. The engine almost died - it stopped holding XX and troiled heavily. I had to forcibly raise the twentieth to 2000 rpm. So I stopped by with the 34th GTR, the result is clear, there is a video of the races, I will try to post it.
Another reason for the death of the motor, when assembling 1.5JZ, the knock sensors left the atmosphere, and they did not show detonation over 30 units.
I drove like this for another month, the engine podtraival and increased gas mileage. In the 4th cylinder there was no compression at all. They removed the head, because. I was hoping to get by with replacing the exhaust valves. Everything turned out to be much worse, the valves, of course, burned out, but the pistons also melted so that the upper compression rings were visible. In three cylinders, the combustion chamber was dented, felts from ceramics, felts from burnt electrodes. Slightly pulled the walls of the cylinders. I decided to sharpen at 86.5 and put forging.
The kettle stood until the summer of 2009 without an engine.