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PPM LAB
Hong Kong
เข้าร่วมเมื่อ 9 เม.ย. 2024
Welcome to PPM Lab channel.
Locating in Shenzhen, China, we have been blueprinting high performance engines since 2015.
After 8 years of tireless experimentation, exploration, and growth-with a helping hand from our domestic car enthusiast community-we have built over 300 engines and put them through hundreds of thousands of miles of testing. We are now ready to introduce our engine blueprinting services to the World. We provide thoroughly tested solutions and reliable after-sales service. Our goal is to help every petrol-head to focus their passion and energy beyond the frustration of engine failure.
Please feel free to contact us if any of our blueprinted engine intrigues you.
Thanks!
Locating in Shenzhen, China, we have been blueprinting high performance engines since 2015.
After 8 years of tireless experimentation, exploration, and growth-with a helping hand from our domestic car enthusiast community-we have built over 300 engines and put them through hundreds of thousands of miles of testing. We are now ready to introduce our engine blueprinting services to the World. We provide thoroughly tested solutions and reliable after-sales service. Our goal is to help every petrol-head to focus their passion and energy beyond the frustration of engine failure.
Please feel free to contact us if any of our blueprinted engine intrigues you.
Thanks!
Toyota Tundra to its max - 6.8 Liter conversion of the 3UR engine!
In this video we will show you the whole process of how we perform 6.8 Liter conversion to a Toyota Tundra. In our before&after 0-100 km/h acceleration test, 6.8 Tundra is 2.3 second faster even only with stock tune. The owner went straight for a desert event after 6.8 conversion. We will share more detailed results later.
มุมมอง: 2 235
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Revive a destroyed Toyota 5.7 V8 and make it a 6.8 Liter engine in 12 minutes
มุมมอง 34K3 หลายเดือนก่อน
This Toyota 3UR-FE 5.7 V8 engine was completely destroyed in desert. We will bring it back to life as a brand new engine with our 6.8 package. Hope you enjoy the video. We will upload more details about our complete 6.8 short block such as power increase, fuel consumption comparison etc., stay tuned!
Building a 1500 horsepower capable M177 engine of W205 C63 AMG in 10 minutes
มุมมอง 45K3 หลายเดือนก่อน
This veyr M177 engine had some bad luck with his stage 2 tune, eventually damaged 3 out 8 cylinder 'Nanoslide' coating. Instead of paying high price to dealers for a new block the owner came to us for restoration. Because M177 has Siamesed cylinders and bore spacing is small, we have been hesitant using dry flange sleeves. So we have designed and manufactured a wet sleeve conversion specificall...
BMW S65 Engine, overbore and stroke to 4.6L?
มุมมอง 2.8K5 หลายเดือนก่อน
The S65 engine in the E9X M3 was once the most powerful naturally aspirated V8 engine of its time. While the E9X M3 is still highly praised for its exceptional handling, its factory output of 420HP seems modest compared to the turbocharged engines of newer German models. Additionally, the Alusil block of the S65 tends to lose power over time, with an E92 M3 at 100,000 miles potentially having o...
The only reliable Mercedez AMG M157 oil burning issue solution?
มุมมอง 4.4K5 หลายเดือนก่อน
The M157 engine has been widely used in the AMG variants of Mercedes throughout the 2010s. The cylinder bore of the M157 features 'Silitec' technology, which casts a hypereutectic aluminum sleeve into the block during manufacturing. Essentially, Silitec is a variant of the Alusil technology family. Over the past 20 years, Alusil has been shown to be unstable. German Alusil engines like the BMW ...
What does 1200WHP Capable VAG EA855 look like?
มุมมอง 3K5 หลายเดือนก่อน
The VAG DAZA engine, also known as EA855, is widely recognized in the performance industry. Stock blocks featuring plasma-sprayed bores (or APS, as VAG terms it) can handle very high horsepower. However, the thin iron coating of the sprayed bore makes it vulnerable to detonation and high temperatures caused by factors like poor fuel quality or a suboptimal tune. Therefore, in the realm of 1000 ...
VW EA839 from High horsepower Audi S4/S5 , issues of OE blocks and PPMLAB wet conversion for 1000hp
มุมมอง 3.4K7 หลายเดือนก่อน
In our machining of all German engines, the 3.0 version of EA839 is different from all others iron coated or OE cast-in sleeved block such as EA855, S55/B48/B58/S58, N54/N55, M156/M177. The 3.0 version of EA839 is pretty much the only modern German turbo boosted engine with "straight flangeless iron sleeves" that sit at the bottom ledge. In EA839, the bottom ledge is at about deck surface minus...
Is anyone doing this kind of work in the US?
Who in cali can do this kinda work on a m156 I always get ripped off crappy work or end up with problems I never had 😞
Omg please turn mine into a 6.8 lol
yea gonna subscribe to this. Does the 6.8 still behave well enough to be a daily driver?
Daily driving super smooth, one of our customer drove his 6.8 modded LX570 for a 20k mile road trip and reported even much lower fuel consumption than OE displacement 3UR
看你修发动机很解压，上班的时候方向选错了，应该选修车，现在搞IT，看你这个视频我都想去学修车了
Man cool… but I cannot imagine doing all that high end work and putting dirty old components back onto a customers engine…
@@DirtE30 We are a small team primarily do engine design and cnc works. This particular customer and his friend sent in 2 tundras for 6.8 conversion as a rush order 2 weeks before their local desert event. Cleaning accessory components was not a priority in the time frame. If it is a street vehicle or a show grade project, we still don’t do the cleaning. We send boxes of parts to shops that will do detail cleaning / polish / paint for us.
Transmission doesn't seem to like it much, real get up and go now.
Slower engine now should be a big difference in torque
Awesome, can't wait for dyno!
You guys are taking the 3UR to the next level! Congrats! 👏🏻
ItalianRP wow
Can't wait for the next video! I'm really curious what it's gonna make with a proper tune.
How many times a year do you get the torque wrenches certified and checked that they are accurate, after all using them when building hi output engines does take its toll on hi end torque wrenches or tools etc. 🦘🦘😎😎
Yep i was just thinking of putting hi grade sleeves in it to strengthen the chambers and block. Its as if your guys read my mind, 🦘🦘😎😎 Also noticed no gas ports in the top part of the piston, which is a must for hi hp applications turbo or supercharged engines it help proved the right pressure to expand the compression ring and help lube it as well.🦘🦘😎😎
Being an overhead cam engine I'd love to hear it when is done.
Where can i hear this run?👀
Impressive work! Thanks for sharing!
Beautiful work!
Hello,I'm curious if you have a similar upgrade for the M278?
@@JXHE-tk7ur Yes, very similar blocks, basically the same
Is it possible to squeeze 600hp out of the 6.8lts naturaly aspirated??
we do think it is possible to hit 600crank horsepower by getting another 500-600rpm and every trick up our sleeves. How will the stock hydraulic lifters respond to the extra rev? We are not sure. I remember another company XAT developing a set of solid lifters with shims and a set of more aggressive camshafts for 3UR-FE. Maybe those will be nice add-ons. Also the ATI damper crank pulleys will be a nice piece to have for high rpms. Quality exhaust headers will also be tremendously valuable, especially for the middle-east and Asia 3UR-FEs (LC200/LX570) as they come with the cheap log style exhaust manifolds. North America (US/Canada) 3URs come with semi-shorty headers already. What else, another company AFE seems to have a better intake filter box with dyno proven hp gain. We plan to try them as well.
不知道膛濕式缸套要多少錢
Long answer short, it depends on whether we give you a short block or make it a turn-key project
I wonder how well this would run as a sports car engine. Toyota v8s are great motors and I bet a small light chassis would feel pretty wild with one of these in it, especially if you tuned it for n/a power.
If you can fit the huge tall and heavy 3UR in a sports car, I solute you. Here in China, we did a 6.8L stroker build for a FJ cruiser. This FJ came to us with 3UR also installed (but poor craftsmanship, ECU randomly ziptied, Engine mounting points poorly welded... ) It runs fine onroad, powerful and everything. But it is too front heavy for desert joy ride. 2 months after the 6.8L build, the FJ cruiser owner took out the 6.8 and sticked it into his other Tundra 2-door. He then bought a 1GR donor block and we built a 4.8 stroker engine for him. Happy ever since. We see videos of his tundra 6.8 and FJ 4.8 often in his local races. When people ask him how can his trucks run so much faster than peers from the same racing group, he just smiles and never bothered to mention the stroker/overbore internals.
hey im coming here
be our guest
You answered a comment by saying it will be affordable but will not answer the question of how much? I’m gonna say this built engine will cost 15-20k
@@jiggidyjam We commented in one of the questions. 15~18k depending on core exchange
What HAAS VF are you using and what size A axis rotary? Very very informative video.
Yes Yes Yes Yes Vientos Padrísimo 💯 Extraordinario 💯 Armar Máquina Mercedes Benz 👍👉💪
So far we have built over 35+ units of 1GR 4.0 to 4.8L and 25+ units of 3UR 5.7 to 6.8L. Every one of them is running fine (no cold start piston slap, no rattle, no rough idle, no oil burning). The 1GR 4.8L and 3UR 6.8L conversions are NOT pilot projects that we recently tried. We have done over 60+ of them already in the past few years. We are a small team and just never had the time to share this with the TH-cam community until recently. The first 3UR 6.8 conversion on a 2014 lx570 we built has already accumulated over 150,000 KMs since the 6.8 conversion 3 years ago (300,000km on clock in total). The engine has regular oil changes at 8000~12000KM intervals. Not once did this over-landing owner need to add engine oil between service intervals. We pay special attention to oil burning issue as it is a Toyota/Lexus owner pride. A few things to go with the 4.8/6.8L conversion in case anyone wonders: 1. Sorting the fuel injectors so that all injectors on the same bank have +/- 1% injection volume. This work can be done easily with any ultrasound fuel injector cleaning machine. In the case of 1GR/3URs, we see factory injectors vary by as much as 6% after some use. Actually, this work is beneficial for any stock or stroker engine. 2. For those who have done or will do supercharging, we lower the compression ratio a little bit with thicker head gaskets. For those who want serious supercharging we will custom order reputable 2618 pistons with even lower compression and maybe reduce the bore size a little bit just on the safe side. We will also install thermal barrier coating on the cylinder head and valves surfaces after lapping the valves. Surface grinding can also be performed to ensure flatness of the cylinder head mating surfaces. 3. For those blocks that came with over 100,000km, we also change the valve lifters, the oil pump gear sets and the timing chain guides as a precaution. They are very cheap any way. All the gaskets/seals/o-rings in the factory Toyota overhaul kit are always replaced of course. 4. So far we have used only the factory main / rod bearings on all of these 1GR 4.8Ls and 3UR 6.8Ls. One mod we do recommend is relaxing the tight main / rod journal oil clearance from Toyota factory spec. They now have the proper clearance to run 0w-40 and 5w-50 oil grade instead of 0w-20 ( same as the BMW S58 for example ) We actually recommend this change to anyone who enjoys spirited driving. Slightly larger journal clearance with 0w-40 oil will also give you a much quieter running engine and thicker oil film protection. 5. Believe it or not, all NA 1GR 4.8L and 3UR 6.8L engines with no tuning actually have better average fuel consumptions than the stock 4.0 and 5.7L. Yes it sounds impossible. But it is true on all of these 60+ beasts. Surely when you light up that gas pedal for 5-10 seconds, the stroker engine will drink more fuel during that 5-10 seconds. But stretch that timeline to a daily/weekly/monthly average. All these owners are surprised by this lower average fuel consumption result. Our theory is that increasing stroke to any engine will improve efficiency as every drop of fuel will push the pistons for a longer distance. 6. Some of these 1GR 4.8L / 3UR 6.8L owners do run customized tunes primarily for getting an additional 200-250rpm with delayed upshift for racing, specially in the desert. Some also fine tuned the gas pedal signal delay and torque band designated for each gear to their liking. 7. The factory M11x1.5 Toyota head bolts are good enough for these engines. They are strong enough. But we do recommend helicoiling the block as during machining / honing we will do many rounds of tightening of torque plates/actual heads. If you prefer aftermarket studs for final assembly, just let us know. We will still do the CNC boring with factory head bolts but hone with your favorite studs. 8. The A750F and AB60F transmissions on Toyota 1GR and 3UR trucks have at least 30% extra torque holding than the stock engines can output, easy. How do we konw? The A750Fs on Prado/4Runner/FJ cruiser are also used on the LX470s V8. It will hold LX470 with supercharging torque easy. So we know it will survive the 1GR 4.8L torque. The AB60Fs used on LX570/LC200/Tundra/Sequoia are also used on the 4.5D-4D turbo V8 diesel engines. If it can hold the torque of a mighty V8 turbo diesel, It will surely hold 6.8L NA/supercharged gasoline torque. So far none of the A750F and AB60F slipped on these 4.8/6.8L stroker engines. 9. The relatively weaker transmission is the 8-speed transmission on the 2016-2022 LX570s. We have done the 6.8L conversion on more than 10 of these LX570s. Only one 8-speed gearbox slipped. The slipped one was on a Magnuson supercharged 6.8L LX570 of 2018 model year if I remember correctly. Before the 6.8 conversion, it had around 120K KM on the odometer as a supercharged 5.7 with stock internals. One stock piston failed and took the engine block with it. The customer bought a donor block and we did the 6.8 conversion. The 8-speed transmission slipped 20000km later after we did the 6.8L conversion. The customer bought a new transmission and went on. I have not heard from him for over 2 years now. So I assume the new 8-speed box is still holding strong. 10. We give warranty of these stroker short blocks against parts/assembly defects. Of course if you intend to race in the desert, Accusump or other oil accumulators are strongly recommended to maintain oil pressure in those extremely desert roll-overs. Also double/triple check all the hose connections before and after the air filter box, especially those with aftermarket intake snorkel/filter box. One desert racing 6.8L tundra owner learned the hard way. He had a loose connection somewhere after filter box during a local 3-day desert race. The 6.8L engine must have ingested at least 200grams of hard sand particles and finally failed on the 2nd day of the race. When we opened the engine up, sand was in the ring grooves/oil pump/oil filter/oil gallery/oil pan/everywhere. It survived half the race until rod bearings got worn down and became paper thin, taking the billet crank with them. Pistons all had deep stretches but survived. The tough ductile iron wet sleeves did miracles and had less than 0.02mm scratches. We re-honed the lines and managed to find a set of new slightly larger pistons. We didn't even bother to reinstall new copper o-rings as the original ones were all intact. This re-honed 6.8L block is running fine since that incident. If you have any other questions, let us know. We have probably answered all possible technical questions you can think of, just not in English on TH-cam.🥰 We will post pictures and videos of these trucks later, including 0-100 times and customer feedbacks. Just be aware, the engine looks nothing special when you look at the engine bay.
I will cancel my Netflix subscription and continue with PPM LAB 😁
No gauges to check clearance, just plastigauge?! Wtf. Plastigauge gets you close but it's not as precise and reliable as actual gauges. 0.002 to 0.004 may not be a big deal for mains, but rod bearings and other places, it can be huge. Did you guys not even check rod bearing clearances on the big end? I'm guessing it just wasn't shown.
@@OxBlitzkriegxO The filming is scattered, sometimes there is just no spare hand to hold a camere. We do both measurement. And we also maintain 23 degree celcius temperature the whole process. We always follow the standard
@@ppmlabofficial well thank you for the reply, thats much appreciated. it was weird to see some detail and care taken in some places but not in others, was confusing to me.
Some more details about these late generation German engines with aftermarket rods. As you are aware of, aftermarket rods cannot be plastigauged due to the interference fit alignment rings and factory does not provide different rod bearings as say Toyota does on 1gr/3ur. So basically you are stuck with uni-size new bearings On the record, we hate this idea. What we do is using dial indicator to verify the rod big end ID is +0.01mm, for example 56.01, 59.01… we then use the mitutoyo sphere probe micrometer to check the new bearing thickness, for example 1.48 or 2.50mm. Finally we measure the rod journal diameter of the crank at 90degree apart for example 54.98mm. Then it becomes the simple yet tedious math to confirm the oil clearance of 1/1000 the journal OD as per mahle guideline. If it is close enough, we call it a day. If too tight, send the crank for belt sanding crank polish to take off maybe 0.005-0.01mm. If too loose too bad not much can be done. Luckily German engines of recent decade since for example N55/EA855/m157 have always had clearance on the tighter side. So we do have some leverage if larger clearance is preferred. I hope this clears some of your concerns.
@@ppm-lab made my day. :) i think a lot of people dont understand how tedious and time consuming it is to do all those measurements and try to get everything to either match as closely as possible or tailor them to fit. the very first engine i ever rebuilt, we used plastigauge, but it was a very mild mopar smallblock and it really didnt matter that much honestly. i bought a micrometer set and did actually do the measurements over a weekend (i was 18 and was learning as i went). i think everything was within 0.001, so it wasnt really useful in that instance but it was a good learning experience.
it seems my previous reply got lost somehow. As you can imagine aftermarket rod cannot be plastigauged due to the interference fit alignment rings on the cap. So must measure A (rod big end ID) B ( bearing thickness) C (crank rod journal ODs at 90 degree apart). The value of “A - B - C” is the rod bearing oil clearance
Stroked up but by how much?
@@schwazeneggro4274 from 102 to 108mm
Is there any ECU tuning provided or available with kit?
@@gilowens5785 Currently no, too many ecu variants across Toyota product line.
Almost all the 35+ units of 1GR 4.0 to 4.8L and 25+ units of 3UR 5.7 to 6.8L have the stock tune. They all run perfectly fine (no cold start piston slap, no rattle, no rough idle, no oil burning). This 1GR 4.8L and 3UR 6.8L upgrade is not a pilot trial that we recently did. We have done over 60+ of them already in the past few years. We are a small team and just never had the time to share this with the TH-cam community until recently.
almost all of the 4.8/6.8 stroker trucks we built are with stock ECU, no tuning.
Is thàt the engine Toyota runs in NASCAR?
No , Toyotas nascar engine is a one off for racing only . It’s a pushrod v8 very similar to the ford fr9 and Chevy ro7.
@@AnDrEw122100 thanks always wanted to. Know what they were running. Go back to the 60's and that engine would have been banned, one off, like Ford's SOHC engine
First time I have seen a 'closed deck' block get machined for mid sleeves.
@@stevenreid-g2y Ours is different from MID but I got your idea. And they do MID to closed deck blocks like VR38 all the time
M177 is different from BMW S55/S58/Audi EA855 in one interesting point. M177 between cylinder cooling drilling angles are narrow, thus giving these holes a crazy depth/diameter ratio. what that means is cooling holes tend to drift at the bottom, intruding into what the proper dry flanged sleeves would be at. The result. we fear coolant leak behind liners into crankcase. To clear these nasty difted cooling holes, we had to mill down to a certain depth, and wet sleeves we go. So given 99.9% M177 owners want less than 1000hp street builds with regular gasoline fuel, a wet sleeve conversion with better cooling all around will be a good solution for street / circuit race builds. We do not argue if this method will be stronger than dry flanged sleeving at drag racing 1500-2000hp range with alcohol fuel. Our customers couldn't care less. We give warranty against sleeve sinking and other machining defects. So they run worry free. that is what they care.
Using proportion as a very rough estimate, this could increase net horsepower and torque to around 450 and 480 respectively. Gross ratings on a dyno with an open exhaust would be much more.
@@dadgarage7966 we do have optimzed exhaust in the kit. Apart from proportionate increase, we have extra gain from high precision machining, roughly 5~10%
What kind of coolant are you guys running in that VMC?
Nice build!
nice job
Good solution for blown head gasket and still make you love your vehicle
What are the rules and laws about modifying gasoline engines in China?
@@ThunderAppeal Subtle for street cars, no restiction for race cars
I am rebuilding a M177 myself but went the Nikasil route instead of sleeving. The acid for Nikasil does a number on that block. I will Darton sleeve the next one.
@@igotaction Try ours nex time
@@ppmlabofficial do you have a link to your website?
You should always fasten your torque plate using the same hardware that will be used for final assembly.
NO CAUSE THEN IT IS STREACHED ! you know your WRONG !
@@ronnieboucherthecrystalcraftsm Bolts will distort the block different than studs.
Welcome! You are the only Chinese performance engine builder I have ever seen. Excellent filming. Everybody over here in the US has wondered about the 5.7. Thanks for the video.
@@frfrpr Thanks, we learned everything about engine building in US. Our mentor and everybody in the industry really taught as a lot
415ci - count me in! Can I put my supercharger back on top? Looks like a perfect rebuilt for my current 3UR.
@@Mouldyturnip75 Totally compatible with any Supercharger you can find on the market. We also recommend build the 3UR before going supercharging the engine. 3 years ago we have 2 customers broke their 3UR with supercharger. Interestingly same shop sold them the kit and the shop promised the engine will hold. Eventually the shop brought their engines to us for 6.8 upgrade and geniusly managed to sold the owner twice.
You guys have an English compatible website? I cant find one
@@RamblerMan68 Still in construction, will get it done asap
Awesome! Ballpark cost?
@@adriangale Short block sleeved with forged pistons rods and 8-counterweight bullet crank installed, all together 15K to 18K usd (Depending on core exchange). Feel free to contact us via Whatsapp +8618926437062 or ppmlabofficial@gmail.com or simply send us a message
Price will come down as we gradually automate the 3UR/1GR machining process. In terms of machine hours, we don't see any possibility for reduction. But we intend to reduce the manned hours with dedicated toolings. We are also thinking about having a dedicated CNC machine to run 1GR/3UR/2UR. That will bring the machining cost down.
Something I can’t afford but I can appreciate.
@@9greatdanes981 We more than sure our price is within affordable range for all enthusiasts😀
Outstanding !! Very curious about what kind of power a stroked Toyota 6.8l makes ? Horsepower and torque improvement ?
@@jaybrown4246 we will post the dyno result of next Tundra coming in for 6.8 upgrade. Roughly speaking it makes 120NM more at 3500RPM and 90HP at max output
0-100 times as we will share in future videos sent to us from ACTUAL owners of the NA stroker 1GR 4.8L / 3UR 6.8L: 2016-2019 LX680 NA stroker vs Stock - about 2.0-2.2 seconds faster 2009-2015 LX680 NA stroker vs Stock - about 1.9 seconds faster 2010 GX400 1GR V6 to 4.8L NA stroker head-to-head with Stock 2021 3.5T Ford F150 Raptor (Most incredible result) 2016 LC200 Land Cruiser V6 4.0 to 4.8L NA stroker beats Stock 2016 LC200 Land Cruiser V8 5.7 After the races, the LC200 5.7 owner sent in all three of his 5.7 SUVs for 6.8 NA stroker upgrade, the LC200 5.7 lost in the race and 2 other LX570s.
Absolutely top notch work and video thanks
Ummm….how is it a 6.8litre? A 99.5mm bore makes it a 6.35litre
Still awesome, just not as awesome
108mm stroke
wat about 99.5×108? As you can see in the video We have a fully counter-weighted billet cnc crank in this package, a true 6.8 my friend
@@ppmlabofficial would you say this engine is more reliable then stock?
@@mattsmith817 So far all 30+ units are running extremely robust. About half of them are deeply modded for desert safari and off-road racing.
Where are you guys located ? I looked you for up wet sleeve conversion for EA839 engine
@@Shulcyo China, you can contact us via email ppmlabofficial@gmail.com or whatsapp +8618926437062 or DM us on Instagram
Awesome