3rd & 4th Generation (1992–1996 & 1997–2001)Toyota Camry Discussion for years: 1992-1996 & 1997-2001
Topics of discussion range from fuel economy, safety, modifications, performance all involving America's favorite family car, the Toyota Camry.
Hey guys new member. been lurking forever.
done a ton of searching here and other places
so if this has been covered am sorry BUT..
does anyone know the performance range of the stock ignition system and fuel system?
am planning a mild build for a 1mz. dont ask how it will be achieved. and more like a theoretical question. IF i were to trying to say make 280-300whp
would the ignition and fuel come up short?
There's not a lot of activity in the Avalon forum regarding 1MZ build ups, so I took the liberty of moving your thread to the Camry section. There are more people hanging out here that can answer your questions.
__________________
1992 Camry LE, V6 (3VZ-FE), ABS brakes, 330k miles, dark emerald pearl, owned since new.
1996 Avalon XLS, ABS brakes, moonroof, white, acquired w/ 139k miles, now at 261k.
2001 Yamaha FZ1, Ivan's jet kit, resprung all around, Ohlins in the rear, Race Tech cartridge emulators in the forks, 45k miles.
depending on which generation of 1mz-fe you have, the answer will differ
both the ignition system and fuel system is better geared towards performance in the earlier (gen3) 1mzs, than the later ones that came on the gen4 and up since they had coil packs on each plug (instead of wasted-spark) and also had a return-style fuel system
from my experience on my gen3 1mz, I ran out of fuel at 250whp even with a walbro 255 fuel pump. Spark still seemed fine, but it's hard to say, so I upgraded with a DLi and also bigger injectors.
Most people would say at least put in a high flow fuel pump at around 220whp.
__________________
HaHa
__________________
"Life is a deep sleep, of which love is the dream..." Ripped...and the girls are loving it.
thanks for that. been trying to figure this out. so out of curiosity did you just need a pump/ injector upgrade. or did the ecu need some tuning? sorry to newb out.
Any upgrades to the fuel system will requier a tunner to make it all run right and allow for the best fuel curve.
How do you plan on making this power, Boost (turbo, supercharger) or NA? Your plans are gonna be hard if not impossible (within reason that is) to accomplish without boost. A full exhaust, port and polish, fuel upgrades and any other mild NA upgrades likely wont get ya even close to 280. N/A builds are hard due to the lack of availble parts. Boost is pretty easy if you snag a TRD charger (still have some work to get to 280whp though).
I know it's apparently 'impossible' to make this power n/a but i plan for my build as such. I'm aware that part availability is nil. boost "being easier/more cost effective" however i believe with the correct headwork and tuning along with a massively needed cam upgrade n/a power could be achieved out of a 1mz. call it my experiment.
I'm not shooting for the moon. 280-300 would be amazing and more than plenty. if EVER achieved
It's not impossible, just impractical. Time, Money, Resources; pick two of thoes and have a lot of it. You should talk to "N/A Camry Sleeper", he's been working for quite some time on an NA build. He's been working on all kinds of custom parts himself and can likely tell ya more. 99.9% of us who ever see over 200whp do so either with boost, the 3vz engine (92-93), or both. I like the ambition, but just be aware that no one I have seen in my years here has succeded in making a worth while N/A car that can compete with a basic S/C setup for the over all money spent. Good thing is that when you find the N/A stuff inadequate, you can drop an S/C on there and go to town.
I will tell ya this, some of the best gains can be found in the exhaust system, replacing the stock Y-pipe especially, and a tranny swap to a manual.
As far as a tuner, if you upgrade the fuel pump and injectors, good exhaust setup, intake and a P&P an SAFC II would work fine.
Thanks for the tips feedback.
Yes am hoping in the near future to start gathering parts for a manual swap.
trying to decide to go e153 or s54. my only reason to contemplate the S54 is shorter gears for what'd probably be better for a n/a (horsepower cap) build and supposedly can hold to about 300 without harping it. but if i ever went boost. my trans would be SOL. so i dunno.
But yes. all i've been doing recently is beating my head against walls reading papers about plenum dynamics/mechanics. and stuff over header/exhaust design.
trying to design headers atm.(on paper mind you) running into spacial issues go figure. i will prevail. as far the rest of the exhaust goes. My plan was to run duals and zap the y-pipe away all together. i figure that'd be the best way for flow. hell if it really came down too it the car may end up open headers lol( i almost kid)
I think all the power and air flow issues are stuck in the head and cam. the heads actually have good ports, but the exhaust valves in this thing are too dinky.
I hoping to one day test that with some bigger exhaust valves, much more aggressive cams with appropriate timing. and tuning. i think some power can come from the motor
The AutoGuide.com network consists of the largest network of enthusiast-owned enthusiast-operated automotive communities.
AutoGuide.com provides the latest car reviews, auto show coverage, new car prices, and automotive news. The AutoGuide network operates more than 100 automotive forums where our users consult peers for shopping information and advice, and share opinions as a community.
ToyotaNation.com is an independent Toyota/Lexus enthusiast website. ToyotaNation.com is not sponsored by or in any way affiliated with Toyota Motor Sales, USA, Inc. The Toyota, Lexus and Scion names and logos are trademarks owned by Toyota Motor Sales, USA, Inc.
1mz questions
Best of luck and keep us posted.
Linear Mode
