LS Engine Build, 1UZ V8 GT86 Aero and Engine Build Plus More | Today At HPA [UPDATE 228]

LS Engine Build, 1UZ V8 GT86 Aero and Engine Build Plus More | Today At HPA [UPDATE 228]

– Hey guys, Andre from High Performance
Academy, welcome along to this week’s webinar. Now today we’re going to be discussing the
topic of balancing pistons. It’s something that I know a lot of enthusiasts
building their own engines tend to leave to their engine machinist and that’s absolutely
fine but we’ll see today that with a minimum investment in time and some fairly basic
tools, we can actually do a pretty good job of this ourselves. Often we can actually do a much better
job than some of the machinists that we have been trusting to do the work. So we’ll get onto that a little bit later on but
before we get into our actual webinar, we’re going to just cover off a few things that
have been going on around the HPA Labs over the last week and probably not a lot
of activity at the moment. We’re sort of just trying to get a few things
finished off before the end of the year. Jono and I are heading back over to the U.S.
next week for the PRI show so we’re over there for a week, if anyone is heading to
PRI, please make sure you look out for us. We will be having another one of our tuner
meet ups as well so for any of our members, we will be announcing on our
forum what exactly the details are for that tuner meetup as soon as we’ve
got the details. Now you’ll be aware of the modifications
we’ve been making to our Toyota 86 racecar over the racing series. Particularly we’ve been competing in the
South Island Endurance Series here in New Zealand and for those who have been
following, you’ll know that really we actually haven’t had a huge amount of
success so far. Three rounds that we’ve competed in
and basically at least two of those it’s sort of ended up being a bit of a case of what
could have been. So what we’re trying to do next year is
basically formulate a plan so that we’re going to have, hopefully, a nice reliable
racecar and we can get to the end of our meetings in style, hopefully on a podium
as well but that remains to be seen. There are a couple of areas that we need
to focus on, one of them is obviously some of the reliability aspects and again for those
who have been following, you’ll know that we had a huge amount of trouble with our
rear axles and we’ve had a few comments come through, I don’t think we’ve been
maybe particularly clear on exactly the turn of events that we went through. So with our other Toyota 86 where we’re
running the turbo FA20, around about that same sort of 350 odd wheel horsepower,
380 wheel horsepower vicintiy. We’ve had a set of Driveshaft Shop, I think
they’re the 600 horsepower rated axles in the back of that for probably about four
years now and never had a single issue once we fitted those axles. So that was great, obviously with the V8
powered Toyota 86 racecar, we wanted similar sort of reliability. That car came to us with a set of Driveshaft
Shop 600 horsepower axles in the back of it and we found that we were basically
cooking the grease in the outer CVs and as soon as that got really hot it sort of
ran out of the CV, melted through the boots and did all sorts of nasty stuff and when
there’s no grease left in there to lubricate, understandably the CV doesn’t
last too long. So we went through some iterations there
of learning a lot about CV grease. Not a very exciting topic, turns out though
that you do need the right CV grease in a racecar if you want it to be reliable. Anyway one of the steps we took here was
to upgrade to Driveshaft Shop’s 1000 horsepower rated axles. Now these actually come with a larger
bearing that bolts into the outer hub, allowing for a larger spline through the
hub, basically allowing everything to be larger in diameter and obviously much
stronger. The bars themselves are made out of a
stronger material as well, 300M. Should be pretty well indestructible,
particularly given the fact that we’re not drag racing this car, there’s not a huge
amount of shock loading on the axles given that we aren’t starting from a standing
start either. So thought that was going to be the end of
all of our troubles, however it wasn’t and we’re still trying to get to the bottom
of this with Driveshaft Shop but essentially the axles that they provided
us were around about 25mm too short. And while they could be bolted in there’s
obviously then a fair bit of pressure trying to pull the inner CV out of the LSD centre
in the diff and of course then we had issues at a couple of rounds where the
inner CV would pop out and obviously start an oil leak. So we got to the bottom of that, found out
where the issue was with the bars being too short and finally Driveshaft Shop came
through and provided us with a set of longer bars and that should now, hopefully
again, be the end of our problems with our axles. So the drivetrain we’re hoping should be
pretty reliable. We’re still working through some suspension
issues that we talked about last week with SPL Parts so we’ll let you know once
we’ve got a little bit more on that. But assuming that we can get a drivetrain
that’s nice and reliable, we’ve sort of gone through ideas of adding wider wheels,
going to a wide bodykit on the car, this sort of thing but there’s a huge amount
of expense and time that goes into that. We’ve also got three sets of WedsSport
wheels for the car at the moment. And obviously we’ve got tyres for those
wheels, we don’t really want to have to go and throw those all away and go to a wider
set of wheels with another huge outlay in terms of expense so we’ve decided that
for next season we’re going to leave the car relatively as it is in terms of its wheel
and tyre package and we’re just going to optimise that. Particularly getting our aero dialled in
and sort of a little bit more work on the aero front, we’re thinking that we should be
able to get a fairly decent improvement in our cornering speed anyway. So what we are going to be working on
though is the engine. And we’re going to be trying to extract a
little bit more power out of the engine. So we’ll jump across to my laptop screen
and this is the current engine bay here. And despite the fact that it does look a
little bit like an LS, you can see it’s got a Holley EFI LS intake manifold that’s been
adapted to suit, it is actually a Toyota 1UZ- FE. So this is a four litre V8. It’s not a particularly wild combination,
it’s using a local engine builder here in New Zealand, builds these engines for
stock car racing and they’re a controlled class where they have to be four litre and
10:1 compression. So the engine’s relatively basic, using a
set of forged pistons and some steel rods. However where the power really comes from
is a much more aggressive cam profile. To put some perspective around that,
the cam in this engine or the cams in this engine are large enough that we really can’t
get the car, the engine to idle much below about 1400 to 1500 RPM. We think it’s one of the best sounding cars
in the class so we definitely want to keep that. There’s also these cams and the work done
to the cylinder heads, also allows the engine to rev out to about 8600 RPM. Now interestingly on the dyno at 8600 RPM,
while the power hasn’t actually, isn’t still increasing, it’s actually plateaued and it
hasn’t started to fall off. So there’s potential actually to rev the
engine a little bit harder. Normally I like to run the engine just past
peak power when we’re out on the track but in this case we are a little bit limited
because of the single valve spring that’s being used. The engine builder who built this engine
doesn’t want those valve springs running past 8600, maybe 8700 RPM on a good day. So what we’re going to be doing here,
because we’re in a class where we’re a little bit awkwardly placed, our class is 3.5 litre
and above. So we’re kind of at the bottom end of that
scale and we’re up against at least two or three cars running LS7s, seven litre
engines with 650 to 700 odd horsepower. So we’ve kind of brought a knife to a gun
fight with this particular car. And in order to have some chance of
being semi competitive next year with a few more competitors coming back into
the series, what we’re going to do is actually try and get our capacity here from
four litres up to five litres. So there’s a variety of ways of doing this
and what we’ve actually decided, or the technique or the angle we’re
going down at the moment is we’re going to actually source a 3UZ-FE. So the 1UZ-FE we’ve got at the moment,
four litre block, the 3UZ-FE is still an alloy block, it uses a larger bore diameter,
goes from off the top of my head I think we’re 87.5mm right now, that jumps up to
92mm in the bore diameter, retains the same stroke at 82.5mm. That gets us out to 4.3 litres and then either
with a custom one off crankshaft or perhaps and offset grind on our existing crankshaft,
we’re also going to try and increase the stroke a little bit and what we want to do
is get out to five litres or thereabouts. And on that basis, if we can basically make
the engine operate just as efficiently as it does now at four litres, if we can get it out
to five litres, we should be picking up somewhere pretty close to about 80,
maybe 90 horsepower. So that’s our aim. At the same time, the engine builder that
actually builds these engines, we’re obviously going to be building our
new one in house, but the engine builder who does these has an in house five axis
CNC, they do a lot of custom bespoke parts and they’ve had a lot of requests for
a set of individual throttle bodies. And if everything works out, the stars
align, we’re hoping that we will be able to use a set of those at least in some dyno
testing and see how that works out, see if there is actually an improvement
from going to a set of eight individual throttle bodies, albeit for our purposes
we will be retaining drive by wire throttle. So pretty exciting there, obviously if that
all goes to plan, we should have a car that’s a little bit more competitive, albeit adding
another 80 to 100 horsepower, given that we are still retaining that relatively small
tyre footprint is going to make the car just a little bit more tricky to drive. Now speaking of engines as well, I have
talked about this a little bit but we have been working on an LS worked example
for our Practical Engine Building course. So I’ll jump across back to the laptop
screen and this is the state of the engine at the moment, it’s actually sitting just off
shot to the side of me here. So this is an LS1 that we sourced, it was a
pretty tired looking wrecking yard engine, actually in pretty bad condition when we
finally got delivery of it. However we managed to get our engine
machinist to clean that up, the whole block’s actually been vapour blasted which is a great
way of cleaning up aluminium castings. Particularly if you’ve got an old piece of
aluminium casting that’s been stained with oil, dirt, grease and debris, it’s really really
hard to get a good finish on that. And while sandblasting or media blasting’s
another way of doing it, that actually tends to open up the pores in the aluminium and
I’ve found at least anyway, after something’s media blasted, even just touching it
basically straight away it’s going to get dirty again, the other problem with media
blasting is really really hard to be thorough and make sure that you’ve got
all of that media removed. So the vapour blasting does a great job
of that. The basic spec of this engine, we are using
a K1 Technologies stroker crankshaft, a set of K1 Technologies H beam rods and
a set of Wiseco pistons that off the top of my head, I think we can get up to around
about 11:1 compression. So still going to be streetable but we are
getting up there in terms of the compression. Brings the capacity from 5.7 litres up to
around about 6.3 again off the top of my head. So that’s the bottom end, that’s all
assembled now, that’s what it’s looking like when we flip that over. So this is going to be a street engine that
should be capable of producing somewhere in the region of around about 550
horsepower still running on pump gas with a good amount of torque and good
drivability. And just to really annoy some of the purists,
we might end up dropping that into a spare FD RX-7 chassis that we’ve got kicking
around the workshop and go and have some fun with that at the track. So that LS worked example I’m hoping I
should be finished with filming that this week and it will be uploaded into our Practical
Engine Building worked example library in the not too distant future. So if you’ve already got that course,
you’ll get an email notification letting you know that that additional worked example
has been added. If not, if you are considering that,
you’ll be able to find that course under our courses page at Now we’ve talked about engine building here,
I just want to, oh I didn’t grab it, that’s not that helpful. Bear with me for one second, I’ll just go and
grab our AiM Solo DL. Right a little bit awkward but it was definitely
worth going and grabbing. So this is a device that we’ve been playing
with recently and we’re going to be using this for some course material for our
RaceCraft sister company project. Now we’ll just have a quick look at this
under our overhead camera. So this is a little portable lap timer. These are available in two models, this is
the DL which also includes the ability to link up to either a factory or aftermarket
ECU for some more data. It’s also available in the Solo 2 model
which is a little bit cheaper and doesn’t have that ability. So as we can see here, pretty small unit,
it’s got a little suction cup so it really is quite portable, you can also get a roll cage
mount for it. But with the suction cup you can easily move
it between cars. And we’ve been using this on our Toyota 86
just to get a feel for how easy it is to use and the data we get off it. One of the nice functions with it is that
for a simple installation, basically everything is enclosed in the one unit so it’s got a
three axis G sensor and it’s also got GPS. So it will do track or lap timing for you,
it’ll do track mapping and obviously it can look out for your speed using GPS and it can
also log your lateral, longitudinal and vertical G forces. So even with those basic inputs there,
nothing coming from your ECU, that’s a really powerful device that’s going
to give you the ability to do some pretty in depth analysis of your lap times and your
driving and then of course if you go to the DL model and you go to the trouble of
hooking that up to your ECU, which isn’t a lot of trouble to be perfectly
honest, it communicates via CAN so this needs power and earth anyway and then
CAN high and CAN low and you’re good to go and then you’ve got the ability to
basically bring in all of those channels. So this will give you the ability to log
things like your four wheel speeds if those are available, throttle position
and engine RPM and just those inputs there will really expand your ability to
sort of look at how the car’s performing and how you’re performing as a driver. One of the nice things with that AiM product,
all of the AiM products, I’m really new to the AiM products by the way so I’m really just
kind of finding my feet with them at the moment, is that they are able to communicate
with your laptop wirelessly. So this is really handy for configuring them,
setting them up and then also downloading the data, you don’t actually need cables,
you don’t need to be sitting inside of the car. And if we just jump across to my laptop
screen at the moment, this is just a sample of some of the data that we captured from
our last race at Ruapuna. So we’ve got all of our laps being displayed
down the bottom and straight away here we’ve reverted here to lap 22 which is our
fastest lap. This is showing just a section of data there,
obviously you can show whatever you want. And we also have the ability to show a track
report or track map showing various pieces of information as you see fit. So again we’re going to be getting a little
bit more in depth with this and we’ll probably be doing some webinars about it
as well because I think one of the aspects is that while it’s nice to have some really
expensive dash logger in your car, the expense puts it outside of the range
of what’s affordable and achievable by a lot of enthusiasts and that really limits
the usefulness. So we’re looking at something that really is
quite affordable. Off the top of my head, and obviously it’s
going to depend exactly where you’re purchasing these from, I think they’re
around about $400 USD for the AiM Solo and maybe another couple of hundred dollars
if you want to get the DL which allows the integration of data from your ECU. So again we’ll be bringing you a bit
more information about this as we get a little bit more involved with it. Now we have just released our latest
Tuesday video release and we’ll head across to my laptop screen. This is probably one of my favourite cars
from the SEMA show. And this is a KP61 Toyota Starlet. Although while I’m a big fan of KP61
Starlets, I don’t think I’ve ever seen one that’s quite this insane. So this is built by Angel Ortiz from HP Techs
and this is built with a Honda F20C engine out of an S2000. Albeit that wasn’t enough to keep Angel
happy, he’s also gone ahead and turbocharged that as well. So off the top of my head I think this
was producing somewhere around about 650 horsepower. Hadn’t actually hit the track with the
turbo setup and I imagine that he’s probably going to find that that’s a fair
handful given that it has the wheel base and track of a skateboard. As you can see though, there is a fair bit
of work done on the aero package of the car to try and do the best, give it the
best chance possible of getting 650 horsepower to the racetrack. It’s quite interesting actually, the backstory
of this car as well. Angel purchased this out of Japan and
it was set up for a drift school so at that point it had the genuine TRD wide body kit
on it, albeit at that time it was also powered by a relatively mundane, I think it was a
4K engine as well. So yeah, really interesting car, not one that
we’ve ever seen before at SEMA and certainly not a particularly common sight
out on the street so if you’re interested in learning a little bit more about that,
go check that out. Now we are also running another one of our
giveaways. This time we’ve partnered up with the team
at Cobb and we’re going to be giving away one of their Accessports. So I’ve got one over here, I’ll just show you
what the Accessport is. Comes in this nice little case to protect it. And that is the Cobb Accessport so these
are not available for every car. So before you enter, might be a good idea
to head along to Cobb’s website and just make sure that your particular application
is supported. Their list of supported vehicles is pretty
extensive, particularly if you’re running late model Subaru, Mitsubishi, Volkswagen,
BMW, there is a lot of support there, also Nissan GT-R. So this basically allows you full flexibility
of tuning your factory ECU. And we will be including the Accessport
along with a host of our tuning courses so that you know exactly what you’re doing
with it. And interestingly while we were in the U.S.
for SEMA we got the opportunity to get involved first hand. So we’ll just jump across to my laptop
screen again. We filmed a worked example, probably going
to be pretty helpful for those of you, whoever is the lucky winner of that particular
package. We had the chance to film a worked example
on this 2015 Subaru WRX there on Cobb’s dyno. And as you can see here from the dyno
graphs, there’s actually some pretty impressive gains to be had. The red graphs that we can see here at the
bottom, these are in stock form and around about 220 wheel horsepower from that car
stock. The blue lines that you can see on there,
with some very basic bolt ons from Cobb, so this includes a front mount intercooler,
an intake pipe and a turbo back exhaust system so still the stock engine, still the stock
turbocharger and stock fuel system. That allows us to get up to around about
315 wheel horsepower and then the green lines there if you want to really get the most
out of it, running on an E50 mix of fuel allows a lot more timing to be used without the
problems with detonation and that takes you all the way up to 380 horsepower. At which point you’re basically at the safe
limit of the engine internal components and probably also the gearbox components so
I will get the team to drop a link in the comments that you can follow to get
your name into that draw. You’ll follow that link as well, you’ll find that
there are a few other tasks that you can complete that will give you some more
entries into the draw so jump on that, absolutely free, no risk of getting involved
and it is a great prize pack so thanks to the team at Cobb for supporting us with
that. Alright lastly before we get started with our
webinar I just want to mention that we are just about at the end of our VIP deal. So I just want to cover that off again so
our VIP deal, if you have been considering learning with High Performance Academy,
this could be the perfect opportunity for you, particularly if there are a range
of courses that do take your fancy. Obviously buying each of the individual
courses can add up. So our VIP deal gives you the ability to
get access to every single course that we currently offer as well as every single
course that we will be offering in the future for a one off payment. That one off payment is $1597 USD. Now we know that that is a fair chunk of
cash so in order to try and make it as affordable as we can, we do offer a payment
plan. So you can see here you can click the
purchase now button or alternatively you can split your payments up and with the
split payment method you have the ability to split that payment up over as many as
16 weeks, bringing it down to just a touch under $100 USD a week. So at the moment as well, if you jump on it
really quick, you’ll see up the top here, we have a $70 off coupon for our Cyber
Monday deal. If you’re watching this after it’s aired live,
sorry that might not be the case, but of you are on the fence, this is the perfect
time to jump in and grab that package. So basically you’re going to get access to
all of our current courses, so that’s conservatively around about $2384 worth
of value. There is also a list of our upcoming courses
that we have planned, you’ll get all of those, priority access to those for no extra
cost, you’ll never pay another cent. So just the courses that we currently have
on our schedule, we’re looking at about another $2400 USD. Now you’re going to also get VIP
membership to RaceCraft, our sister company so if you’re interested in cars,
that’s going to be great, that’ll teach you how to set up racecars, how to drive racecars
and how to analyse data in order to improve your driving and your racecar. That is valued at $1295 USD. You’re also going to get lifetime access to
our gold membership, so that’s the webinars like you’re watching now as well as our
online forum. That’s basically hard to value because it
depends how much you use it but conservatively four years of that is
$912 USD, the more you use the more it’s worth. You also get a t-shirt and sticker pack
valued at $49 USD so that you can show your affiliation to the HPA brand. So that total value there, looking at
approximately $7000 USD and as I say, one time fee there, $1597 USD, use that
payment plan, you can break it down into 16 weekly payments, just under $100 USD
a week. And even if you use our payment plan, you
still get instant access to all of that course material. So it is a great deal, we only have 37 of
those left and this deal is only going to be running for another 12 days so if you’re on
the fence about that, jump in, take a look, I’ll get the team to drop a link in the
comments that you can follow. Alright, that brings us to the end of our
pre show, if you’ll just give me a couple of moments, we’ll get started with today’s
lesson, thanks. If you liked that video
make sure you give it a thumbs up and if you’re not already a subscriber,
make sure you’re subscribed. We release a new video every week. And if you like free stuff, 
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10 thoughts on “LS Engine Build, 1UZ V8 GT86 Aero and Engine Build Plus More | Today At HPA [UPDATE 228]

  1. You only have a few days to enter the COBB competition if you haven't already team! –

  2. Hartley Motorsports doing your engine? They have some very smart cookies there and, when you have time, recording an afternoon spent there talking to them would be very much appreciated!
    With the engine, might need to bit the bullet and work from the deck down with custom parts, rather than introducing compromises working around off-the-shelf parts – custom pistons, with narrow ring groves as high as practical to establish how high the gudgeon pin can go (might even be worth going single compression ring?), balancing rod/stroke for best high-rpm breathing and minimising side loading, etc – the same old, same old which I assume your builder is well aquainted with 😉

    If you're rpm limited, and plateauing around that rpm, have you considered tweaking the cam' timings to bring the peak down slightly? While you may loose a little on the extreme top end, you may find the useable power is overall greater – I mean, in practice, you may drop into slightly more power on upshifts and gain more than you loose. It may also pull a little better lower down, too, making the shift point a little less critical, especially if you can avoid a shift mid-corner by carrying the taller gear through?

  3. I can't believe your going to PRI! I'll be there and I'm hoping you will be available for a short chat. Love to meet you guys and pick your brain.

  4. Another amazing content!!! I hope you guys get the competitive advantage that you seek from developing the engine more for next season👍

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