Finding Damage Inside The 331MPH 2JZ Powered Streamliner | Engine Teardown
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- เผยแพร่เมื่อ 17 ส.ค. 2022
- In todays video we bring you along with Jay as he takes apart the RS1600 2JZ engine thats in the Streamliner. This engine has seen 8700+RPM for a mile distance, and Multiple runs up to 331MPH at 45+psi. All of this on the salt flats at Bonneville which is not your average track conditions. You can imagine the stress these conditions can do to any engine.
It is amazing to see Brad Bosworth's "Valley Fever" Streamliner go consistent rounds, with that said let's have a look inside the engine and see if there has been any damage done.
Take a look at the official 331MPH pass: • FAST 2JZ Valley Fever ...
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Consider this fact people. This is the only 2JZ that has made it half way to the speed of sound. 😎👍
That was a LOT of engine information I haven't heard before. Thanks for sharing!
Thanks for watching and engaging!
Thanks for tuning in guys! This video is uploaded both on @thatracingchannel and ours, in case you have seen it. We thank you for the amazing support with our videos. Let us know what you want to see more of on the channel. Leave a comment below.
I realize these are just words from a complete and total stranger out in the world somewhere but I am deeply appreciative of the information Jay has put out over the years and that he even takes his time to do so.
@@mhtate3626 THANK YOU! Comments like this mean a lot to us
Those 2JZ engines are just an absolute engineering marvel❤️
Thanks for sharing ☺️ just listening to you talk through the engine parts has taught me a lot. Thanks 🙏
Thanks for watching!
I would love some more explanation about your very last point - the stress caused by decel in gear. I always stay in gear after a 1/4 mile pass to help me slow down, but was unaware I was potentially causing damage by doing that. Thank you for taking me to school as always, Jay! Love it.
Jay is just a straight up bad ass. To see this man share his experience,accomplishment and knowledge with everyone is awesome!
If watched all of the real street tech videos. And it amazes me that every time I watch them I always learn something new. Big fan of jay. And hope he keeps doing this for ever.
Thank you lex!
Always awesome to learn something new! Thanks for the videos, you guys are awesome!
Thank you for the support!
What an incredible engine!! The Toyota 2JZ is truly a JDM legend 🥲😍🤩 it propelled that whole Streamliner to 331 miles per?!?! WOW 🤗
I’ve seen more engines let go at race tracks during decel than any other time ! Circle track is also a great proving ground for reliability not as good as land speed racing but with the constant sweeps thru the power band and possibly engine braking depending on the track will quickly expose weak links in your oiling , cooling system and engine parts in your bottom end and valve train but you don’t see any boosted applications at your dirt or asphalt oval tracks
Jay is the uncle we all wish we had 😄 great video as always!
I always learn something new from your analysis on engine "autopsy". A very good learning tool.
Going to watch that speed run again! Awesome footage for speed freaks and tuners alike!! You keep it real that’s highly appreciated here in oz and I’m sure by most that watch.To see your assessment now and even all the other builds it’s honest n always real knowledge on that note it must have been an awesome experience travelling 300+ powered by your hard work well done! and well deserved!
Oh happy Day with Jay! :) Thanks for the content
Great video and I appreciate the follow-up info about the bearings, looking forward to seeing how the engine program progress over the next outing(s).
I say this because I could genuinely listen to Jay wax poetic for hours - If anyone is interested he also was on High Performance Academy's 50th podcast and can also be found on youtube. I'd link it but I don't want anyone to think my comment is spam.
Thanks for all the knowledge you've given me, Jay! Feel like i've prepped one bad jz just waiting for a drive train.
Appreciate your methodical approach to investigating the witness marks presented by the engine. Looking forward to more content on the salt flats; godspeed.
You are an amazing human being jay keep it up
Awesome to see a master at work!
Another awesome video and another awesome leaning experience, Jay is top notch 👌🏾👌🏾
That was a great video I learned a lot Thank you
amazing as always. this was my drive to work ASMR
Fantastic video, so much information being shared. Would love to see a follow up video when you rebuild of you explaining any changes you make such as crank for straight shot oiling or coated lifters due to signs of wear etc etc
Thanks from England, very interesting.
Great stuff!!!
A 2JZ has got to be the perfect engine for a Bonneville streamliner: Indestructible, lots of power, and NARROW.
Awesome, hearing about that end part. Easy to forget about things that happen after you've been giving it the berries.
FIRST!! I am obsessed with your videos. Building my 2001 is300 na-t as we speak. Bless you!
Great vid
Great video Jay! Let's hope we are running at the end of September! 😁
Never really considered decel to be a cause of a problem on an engine but it actually makes total sense. It’s definitely under a load but it’s applied differently. Also curious as to why the #3 and 4 rod bearings and pistons were the ones showing the most wear and tear? I’m guessing it’s a tubing issue? Doesn’t make sense that it would be oiling because the oiling comes from one end the the other correct? Also, I can’t stress enough how much I love the informational videos. Thanks Jay.
Awesome video and love that you didn’t hide anything. Is the valve train fairly standard or did you have to run custom springs ect for the sustained high rpm?
What oil & grade used for this engine?
Amazing
Best I had it explained to me was by my old mentor. He said lugging was like slapping a merry-go-round full force to get it started. I notice y'all use Daily Engineering pumps and pans on some builds, do y'all use their pump driven centrifugal oil/air separator? Not something I can afford but always wondered if it's worth it or getting into diminishing returns. Their demo video looks like it returns nearly completely un-aerated oil to the tank. Oops, that's decel wear not fluid film. Glad y'all got it figured! Thanks for the knowledge!!!
Sweet reloading setup at 9:40. Is that a Dillon progressive press kit?
Very nice explanation of load and stress duration . Would a 5 speed with far lower drops between gears make thing a bit easier on the engine ? Bravo on the video.
Yes, that is a solution.
crazy to see more wear and tear in the lower bearings
not sure about the swing set analogy... I can imagine that at first, when you let go off the throttle, there will be some slack in the system and, as the force transition from the top bearing to the lower, the slack might be high enough for the impact to break the oil film, but that's one event... it should happen once you release the throttle, and not over all the deceleration phase, no?
Could it be the case that the lower bearings have are somehow seeing a thinner oil film, which is being broken by the inertial forces of rod/piston?
You should have a RealStreet Skillz T Shirt made.
Very cool car and build!!!
Valley Fever is a fungus that can cause scarring in the lungs, usually by people living in Arizona or other southern states and work/play in the dirt. , Is it named after this?
@realstreet I would love to see a 2jz built for time attack and grid life. I'm tired of dealing with the sr20det and the RB platform prices are insane. A 2jz may be a better option for me!
King Bearings have had an awful lot of issues with the bearing delaminating, I won't use them again
What kind of piston to wall did the motor have.
Thanks for the super informative videos as always.
Quick question, i see that the oil squirters were still on there, at what point would you block them off? And would that have made any difference to the rod bearing damage that you found?
Thanks in advance
Why would you block the squirters, they are needed more then ever to cool the piston at these higher loads.
If they take away oil that could have been send to bearings, then that could be fixed with a better oiling system instead.
@@larsjrgensen5975 i ask this, because i recall seeing another video where Jay mentions the oil squirters should be blocked at some power level. and thus i believe increasing the oil pressure. i might be wrong, thats why i'm asking.
i recently bought my gte vvti engine, and i'm trying to learn as much as i can so i don't break it. the price is ridiculous this days.
How many times would you rebuild a block?
I imagine there's some wear and tear to the stud's threads every time you take it apart... Did you ever get stripped thread from disassembling/reassembly too many times an engines alone?
This is how you succeed in life and work for yourself! Be humble point out your current flaws and learn from them and better yourself. That is the recipe for a successful life. don`t worry about what people say they will just try and bring you down. just use common sense and if your not progressing at a linear rate then you should do something else.
It would be amazing to watch the engine internals in a super slow mo. I wonder if the rods, crank or block would be wobbling under 40+ psi boost
I know who you are, mate.
Everything wobbles bends and twists a little under extreme hp and rmp
I just love how he tiptoes around the fact DLC is required on billet cams regardless of the surface finish / oil you use lol
how many hp did the motor produce?
Next year try the auzzie barra engine . A lot stronger
32:35 Greg Banish?
Is that corrosion or detonation pitting?
What is a 2JZ? I see it is a Toyota inline 6 cylinder. What is the bore, stroke, and rod length? What year?
Wonder if the boost and hp numbers are kept secret for runs like this, I'm super curious
Not really. On the liner video, the figure in the top right of the dash was the manifold pressure in kPa. 100kpa = 14.50psi, so it would just require a bit of converting. Hope this helps!
th-cam.com/video/_Iv9lbsQZV0/w-d-xo.html&ab_channel=REALSTREETPERFORMANCE
Is that a copper headgasket? Just plain copper?
Wait; how many year old bodies is Jay digging up?
I don't understand the concern over having high load at low revs vs high revs, it's still the same load, each cylinder is just experiencing that high load more frequently at higher rpm. Heck, industrial engines are designed to run at high loads at low revs because that's the best way to maximize longevity. Aircraft engines also run at high loads at low revs, and reliability is paramount in that application. The only thing that might change as revs increase is the severity of the torque pulses, because there's more inertia to carry the components through from one pulse to another.
Combustion speed is fixed. It’s not about the total load, it’s about the duration each cycle is exposed to a load versus recovery time. The bearings already displacing the oil from the loaded portion of the journal and struggling overall is going to be very sensitive to that change in duration.
Industrial and aircraft are designed for lower rpm. Different component materials, lube volume and strategy. The slower the rpm, the more oil squishes out. Think of holding a 50 pound weight over your head. Will you get tired faster holding it for 1 second or 10 seconds?
@@rcravincase Yeah, but there's not that significant of an increase in duration happening here. Maybe if it was 2k rpm vs 8k rpm, but 6k to 8k isn't a huge difference.
@@PistonAvatarGuy he also mentions that at 6k rpm he lost control over boost and clear 4 atmospheres of pressure lol.
@@PistonAvatarGuy i agree, but with this application, it is long enough. Thats why he wants to lower the boost at that rpm as well as open the oil clearance
Why is it less demanding on the engine to raise boost with RPM compared to having a constant max boost level over entire RPM range?
High RPM already has higher stress because of the mass back and forth, why is more boost here less stress then same boost at say 4000rpm?
Only if the valves have too little time to fill cylinder fully would it be ok to raise boost at higher RPM, but the ECU would be able to tell you the air intake flow to see if that is the case.
👍
Re upload or?
Anything with Jay is killer....
Interesting postmortem. LSR separates the men from the boys.
If this stuff doesn't interest you then you can't truly say your a car guy
Maybe driving a top fuel car is more intense lol
Its time to dlc everything in the engine to stop friction wear . 300plus mph is scarey if the engine decides it doesnt want to turn free anymore not sieze but not turn free .
🏁💚🏁💚🏁💚🏁🏁💚🏁💚🏁💚🏁💚🏁💚🏁💚🏁