2AZ-FE Turbo Setup
01-31-2007, 08:11 PM
#1
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Join Date: Jan 2007
Posts: 10
2AZ-FE Turbo Setup
So far I've got the following stuff.
Turbo Manifold
Precision T3/T4 Turbo
630cc Injectors
Turbo Concepts Wastegate
HKS SSQV BOV
Unichip w/PnP Harness with Turbo tune
Intercooler (need to sell, I want a smaller intercooler)
I guess all i need know is a downpipe and intercooler piping with all flanges and i'm ready to rock!
Turbo Manifold
Precision T3/T4 Turbo
630cc Injectors
Turbo Concepts Wastegate
HKS SSQV BOV
Unichip w/PnP Harness with Turbo tune
Intercooler (need to sell, I want a smaller intercooler)
I guess all i need know is a downpipe and intercooler piping with all flanges and i'm ready to rock!
01-31-2007, 08:37 PM
#4
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Join Date: Nov 2006
Posts: 0
Re: 2AZ-FE Turbo Setup
...and lest us discuss the motor, as this is the general discussion forum. I personally know nothing about the motor so I would in fact be delighted if someone would educate me on the positive aspects, general pros-and-cons, and overall cost effectiveness of this setup.
01-31-2007, 08:42 PM
#5
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Join Date: Jan 2007
Posts: 10
Re: 2AZ-FE Turbo Setup
The 2AZ-FE incorporates many features of Toyota's dual-overhead-camshaft,
four-valves-per-cylinder engines, including the slant-squish combustion chamber,
offset cylinder and crank centers, and the VVT-i continuously variable intake valve timing system. The aluminum engine measures 626-mm (25-in) long, 608-mm (24-in) wide, and 681-mm (27-in) tall.
The 2AZ-FE obtains a total displacement of 2362 cm3 with 88.5-mm (3.5-in) bore
and 96.0-mm (3.8-in) stroke. The cylinder block is now an open-deck, midi-skirt die-cast aluminum type with cast-in iron liners and a die-cast aluminum lower crankcase and a stamped oil pan. The forged steel crankshaft is fully balanced with eight counterweights and supported by five main bearings. A helical gear pressed in No. 3 counterweight drives twin contra-rotating balance shafts
in the shaft housing within the lower crankcase. The balance shaft geartrain includes plastic Nos. 1 and 3 drive gears, meshing with steel gears.
The dual overhead camshafts are driven by a single-stage roller chain of 8.0-mm (0.3-in) pitch, enabling a narrow included valve angle of 27.5°. The camshafts act on four valves per cylinder via bucket tappets. As in the recent Toyota engine practice, no clearance adjusting shim is employed. Valve diameters are 34.0 mm (1.3 in) for intake and 29.5 mm (1.2 in) for exhaust, with 8.0-mm (0.3-in) lift for both intake and exhaust. The four-vane VVT-i device is fitted on the intake camshaft, altering timing by 50°.
Fuel is injected sequentially via an ultra-fine-atomization injector with twelve small injection holes, each 0.18 mm (0.01 in) in diameter. As in the smaller NZ engine, the new AZ adopts a plastic, built-up, and vibration-welded intake manifold integrating a large volume plenum chamber (3.5-L (214 in3) volume including a 1.3-L (79 in3) resonator).
Twin three-way catalytic converters, each with a 0.84-L (51 in3) volume,
are mounted immediately downstream of the stainless tubular exhaust manifold.
The front exhaust pipe, collecting from the catalysts, has a separator in the pipe that reduces exhaust gas interference and improves low- and mid-speed torque.
The 2AZ-FE engine is rated at 118 kW (160 hp) at 5600 rpm and 221 N•m (163 lb•ft) at 4000 rpm on a 9.6:1 compression ratio, requiring regular-grade, unleaded gasoline.
A smaller version of this engine, the type-1AZ 2.0-L unit, powers the recently updated RAV4 light SUV. The Japanese version of this engine, designated 1AZ-FSE, features the fuel-efficient "D4" direct-injection head.
four-valves-per-cylinder engines, including the slant-squish combustion chamber,
offset cylinder and crank centers, and the VVT-i continuously variable intake valve timing system. The aluminum engine measures 626-mm (25-in) long, 608-mm (24-in) wide, and 681-mm (27-in) tall.
The 2AZ-FE obtains a total displacement of 2362 cm3 with 88.5-mm (3.5-in) bore
and 96.0-mm (3.8-in) stroke. The cylinder block is now an open-deck, midi-skirt die-cast aluminum type with cast-in iron liners and a die-cast aluminum lower crankcase and a stamped oil pan. The forged steel crankshaft is fully balanced with eight counterweights and supported by five main bearings. A helical gear pressed in No. 3 counterweight drives twin contra-rotating balance shafts
in the shaft housing within the lower crankcase. The balance shaft geartrain includes plastic Nos. 1 and 3 drive gears, meshing with steel gears.
The dual overhead camshafts are driven by a single-stage roller chain of 8.0-mm (0.3-in) pitch, enabling a narrow included valve angle of 27.5°. The camshafts act on four valves per cylinder via bucket tappets. As in the recent Toyota engine practice, no clearance adjusting shim is employed. Valve diameters are 34.0 mm (1.3 in) for intake and 29.5 mm (1.2 in) for exhaust, with 8.0-mm (0.3-in) lift for both intake and exhaust. The four-vane VVT-i device is fitted on the intake camshaft, altering timing by 50°.
Fuel is injected sequentially via an ultra-fine-atomization injector with twelve small injection holes, each 0.18 mm (0.01 in) in diameter. As in the smaller NZ engine, the new AZ adopts a plastic, built-up, and vibration-welded intake manifold integrating a large volume plenum chamber (3.5-L (214 in3) volume including a 1.3-L (79 in3) resonator).
Twin three-way catalytic converters, each with a 0.84-L (51 in3) volume,
are mounted immediately downstream of the stainless tubular exhaust manifold.
The front exhaust pipe, collecting from the catalysts, has a separator in the pipe that reduces exhaust gas interference and improves low- and mid-speed torque.
The 2AZ-FE engine is rated at 118 kW (160 hp) at 5600 rpm and 221 N•m (163 lb•ft) at 4000 rpm on a 9.6:1 compression ratio, requiring regular-grade, unleaded gasoline.
A smaller version of this engine, the type-1AZ 2.0-L unit, powers the recently updated RAV4 light SUV. The Japanese version of this engine, designated 1AZ-FSE, features the fuel-efficient "D4" direct-injection head.
01-31-2007, 10:02 PM
#6
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Join Date: May 2005
Posts: 1,811
Re: 2AZ-FE Turbo Setup
Unichip is ------- shitty.
You'll never find a unichip dealer that cares anything about isntalling, or tuning that engine. Or any Toyota in North America for that matter. I know I've ripped out two Unichip installs on the Lexus v8's. Any they're ------- stupid. No end-user tuning. They cost what full blown mother ------- management does.
Get an SMT...
630cc injectors are mother ------- retardid. Whoever told you to get 630's is an idiot. Well over 450 horsepower worth of fuel. You're just making trouble for yourself having to re-tune them.
2az-fe is a great mass production big car i4. Big torque curve for an N/A i4, good economy. The problem you are going to run into is very high compression (10.8:1), high ringland location, light weight Toyota pistons. You'll crack those mother ------- ringlands off, or blow a hole through a piston the second you let any form of pre-ignition take place in that engine.
DO NOT let some mother ------- moron at a shop tune that thing to 12.5:1 & call it done... You need to run that bitch deep into the 11's IMMEDIATELY at the onset of boost for long-term survivieability.
Run water injection... It'll save your ***.
The enigne itself is plenty strong. The only weakpoints are Toyota's real OBD-II Air-Fuel sensors, and the pistons. They're not weak as glass. Don't get me wrong they will take some raw power output. But they will not handle any amount of pre-ignition / detonation. I would stop long before you hit 300hp if you're not tuning quite rich & running water injection...
You'll never find a unichip dealer that cares anything about isntalling, or tuning that engine. Or any Toyota in North America for that matter. I know I've ripped out two Unichip installs on the Lexus v8's. Any they're ------- stupid. No end-user tuning. They cost what full blown mother ------- management does.
Get an SMT...
630cc injectors are mother ------- retardid. Whoever told you to get 630's is an idiot. Well over 450 horsepower worth of fuel. You're just making trouble for yourself having to re-tune them.
2az-fe is a great mass production big car i4. Big torque curve for an N/A i4, good economy. The problem you are going to run into is very high compression (10.8:1), high ringland location, light weight Toyota pistons. You'll crack those mother ------- ringlands off, or blow a hole through a piston the second you let any form of pre-ignition take place in that engine.
DO NOT let some mother ------- moron at a shop tune that thing to 12.5:1 & call it done... You need to run that bitch deep into the 11's IMMEDIATELY at the onset of boost for long-term survivieability.
Run water injection... It'll save your ***.
The enigne itself is plenty strong. The only weakpoints are Toyota's real OBD-II Air-Fuel sensors, and the pistons. They're not weak as glass. Don't get me wrong they will take some raw power output. But they will not handle any amount of pre-ignition / detonation. I would stop long before you hit 300hp if you're not tuning quite rich & running water injection...
02-01-2007, 08:12 AM
#8
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Thread Starter
Join Date: Jan 2007
Posts: 10
Re: 2AZ-FE Turbo Setup
ive heard the 630cc injectors are to big... but there were taken directly from the Turbonetics kit for the Scion tC... also the Unichip also has been taken from that kit also. So over all... the unichip will be tuned to used the 630cc injectors.
FYI: I am very new to turbos and cars in general
FYI: I am very new to turbos and cars in general
02-01-2007, 11:29 AM
#9
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Join Date: Oct 2004
Posts: 0
Re: 2AZ-FE Turbo Setup
Originally Posted by rockbrawler884
ive heard the 630cc injectors are to big... but there were taken directly from the Turbonetics kit for the Scion tC... also the Unichip also has been taken from that kit also. So over all... the unichip will be tuned to used the 630cc injectors.
FYI: I am very new to turbos and cars in general
FYI: I am very new to turbos and cars in general
