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.
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.
FINALLY. SOMEONE IS MESSING WITH THE 5.7. TOYOTA ! I'VE BIN TOYING WITH THE IDEA OF BUILDING ONE AS A BOAT MOTOR .? WOULD LIKE TO KNOW IF YOU'VE BUILT A BOAT VERSION ??
😃 THE BIG THING IN A BOAT APPLICATION. IS. MAX 112 DEGREES OF LOBE SEPARATION ON THE CAMS . ( ANY MORE THAN THAT AND YOU GET REVERSION OF THE COOLING WATER IN THE EXHAUST .AND A GOOD 4340 FORGED CRANKSHAFT .. ALSO. A GOOD HEAVEY MANUAL CLUTCH FLY WHEEL. ( TO HOLD TOURQ. BETTER.
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.
@@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.
Cool video! I've seen the Brian Crower stroker kit for these engines, claims 6.8L as well with sleeves. I'm curious to see how much power this will make compared to an LS7 or M156.
@@SomeOne_86 We ve come a long way from the kit you mentioned, it just didnt work as what we hoped for. The piston in the package is 2618 for extreme horsepower with no coating and high thermal expansion rate. Also the crank is still partially counter-weighted. The sleeve dimensions in the package is very inconsistent. With all above feature combined, with the kit installed the engine will burn oil crazy like 1quart/1000mile and rattles like diesel, and leak coolant from time to time due to sleeve precision issues. That very kit is the motivation for us to develop a truly reliable 6.8 complete solution. We also very curious to see this 6.8 3ur to compete with LS7 and M156, we will find out and make a decent side to side test in the future
@@ppmlabofficial Thank you for your response. Honestly that's very disappointing for Brian Crower, I thought they made very high quality parts. A lot of their stuff gets used in the US. I'm curious by the way, what kind of laws are there in China when it comes to modified vehicles/engines?
@@SomeOne_86 They are all high quality parts, just not work properly when put together, at least not from our experiences. Regarding the laws, I d say they are strict, similar story as CARB approval
@@SomeOne_86 IN THE VIDEO HE SAID THOSE CYLINDER SLEVES COULD HANDEL 1000 HP ?? IT'S SEAMS TO ME THE TOYOTA IS SIMILAR TO A HONDA V TECH. BUT NOT ENOUGH ROOM TO DO A GIRDEL AROUND THE CYLENDERS. ? INGENEOUS THE WATER HOLES AROUND THE TOP !! AND TO PUT THE RECIEVER GROOV IN THE SLEVES IS BRILIANT .. 😃❤️👍🏽
@@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.
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.
@@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.
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%
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.
@@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
Apologies for the Audio quality. Shop is quite noisy while air compressor is on. I forgot to turn off the noise reduction of my mic so it blurred my voice as well
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.
Beautiful work!
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
Impressive work! Thanks for sharing!
Being an overhead cam engine I'd love to hear it when is done.
Good solution for blown head gasket and still make you love your vehicle
Absolutely top notch work and video thanks
FINALLY. SOMEONE IS MESSING WITH THE 5.7. TOYOTA ! I'VE BIN TOYING WITH THE IDEA OF BUILDING ONE AS A BOAT MOTOR .? WOULD LIKE TO KNOW IF YOU'VE BUILT A BOAT VERSION ??
Not really, all we built until now is for cars. For boat variant I believe they will need some mod and customization
😃 THE BIG THING IN A BOAT APPLICATION. IS. MAX 112 DEGREES OF LOBE SEPARATION ON THE CAMS . ( ANY MORE THAN THAT AND YOU GET REVERSION OF THE COOLING WATER IN THE EXHAUST .AND A GOOD 4340 FORGED CRANKSHAFT .. ALSO. A GOOD HEAVEY MANUAL CLUTCH FLY WHEEL. ( TO HOLD TOURQ. BETTER.
I like Toyota motors but the 5.7 being open deck is a huge turn off for me
@@thatturbotruck I AGREE BUT THOSE COUSTOM CYLNDER SLEEVS O RINGED . IS A FAIR TRADE TO HAVE A 4 VALVE OVER HEAD CAM SET UP IS DOABLE
. 👍🏽❤️😃
@@chrisn.e.q.patriot5957 yes their solution is very effective and improves the sub par OEM design for sure.
Something I can’t afford but I can appreciate.
@@9greatdanes981 We more than sure our price is within affordable range for all enthusiasts😀
Nice build!
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.
What HAAS VF are you using and what size A axis rotary? Very very informative video.
nice job
What kind of coolant are you guys running in that VMC?
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.
Cool video! I've seen the Brian Crower stroker kit for these engines, claims 6.8L as well with sleeves. I'm curious to see how much power this will make compared to an LS7 or M156.
@@SomeOne_86 We ve come a long way from the kit you mentioned, it just didnt work as what we hoped for. The piston in the package is 2618 for extreme horsepower with no coating and high thermal expansion rate. Also the crank is still partially counter-weighted. The sleeve dimensions in the package is very inconsistent. With all above feature combined, with the kit installed the engine will burn oil crazy like 1quart/1000mile and rattles like diesel, and leak coolant from time to time due to sleeve precision issues. That very kit is the motivation for us to develop a truly reliable 6.8 complete solution. We also very curious to see this 6.8 3ur to compete with LS7 and M156, we will find out and make a decent side to side test in the future
@@ppmlabofficial Thank you for your response. Honestly that's very disappointing for Brian Crower, I thought they made very high quality parts. A lot of their stuff gets used in the US. I'm curious by the way, what kind of laws are there in China when it comes to modified vehicles/engines?
@@SomeOne_86 They are all high quality parts, just not work properly when put together, at least not from our experiences. Regarding the laws, I d say they are strict, similar story as CARB approval
@@SomeOne_86 IN THE VIDEO HE SAID THOSE CYLINDER SLEVES COULD HANDEL 1000 HP ?? IT'S SEAMS TO ME THE TOYOTA IS SIMILAR TO A HONDA V TECH. BUT NOT ENOUGH ROOM TO DO A GIRDEL AROUND THE CYLENDERS. ? INGENEOUS THE WATER HOLES AROUND THE TOP !! AND TO PUT THE RECIEVER GROOV IN THE SLEVES IS BRILIANT .. 😃❤️👍🏽
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.
Awesome
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.
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.
You guys have an English compatible website? I cant find one
@@RamblerMan68 Still in construction, will get it done asap
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%
Omg please turn mine into a 6.8 lol
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
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.
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
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
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 are the rules and laws about modifying gasoline engines in China?
@@ThunderAppeal Subtle for street cars, no restiction for race cars
The audio quality needs improvement, otherwise good video
Apologies for the Audio quality. Shop is quite noisy while air compressor is on. I forgot to turn off the noise reduction of my mic so it blurred my voice as well
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.
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.
3uz的缸体夹角中间是干嘛的来着 歧管？
只有万恶的德系会有中间是涡轮的设定
@@ppmlabofficial 没有 我说进气下面的夹角还有没东西哈哈 不过hot v其实black wing也是
@@ppmlabofficial 😂😂😂