1uzfe....another option

English gent sent pics and preliminary dims.....from what I've seen, it'll swap....may need a tall cowl hood

The most important is the BH/Block and pilot dims. The BH from the auto will allow the TT to be inset if need be as it is 6.1" deep with a large dia. trans centering hole....

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Wait a second, is that...RICE!!!

Looks pretty wide.

I found a drawing showing it 27.5" wide at the heads....

Jarmin, if you are here, we'll need to get these dims accurately....

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meh...250 HP on a good day, unless you go all high tech with the 4.3...plus...jap engine in a 944? ultimate sacrilege

why is that sacrilige? they were in cahoots during ww2.. lol

v2rocket wrote:meh...250 HP on a good day, unless you go all high tech with the 4.3...plus...jap engine in a 944? ultimate sacrilege

the whole world of 944 swaps does not revolve around chevy...the 4.0 non vvti on early engines makes 250hp with cats,later ones were 260/270 hp...the vvti 4.0 makes 290 hp and the same torque but in real terms with an exhauist and air filter is easily 300/300...28-30 mpgon a run 25 urban...will do 300,000 thousand miles with ease and are super reliable,so it may be rice but its still a v8
also these engines are ballistic when turbos are added...in the for sale section ryan g was selling a full turbo set up,hes here in the uk,that was a non vvti 260 hp engine stock with 2 porsche turbo chargers,bigger injectors,syvecs ecu,and was 595 hp,and also these engines are 6 bolt mains...

xs chop what dimesnions do you need thanks...

this is my mates supra with a stock engine and a vortech...397 hp and 378 torque at 7 psi,been like this for 2 years now...
and my other mates one...sorry its 533hp and 600 torque...
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Look closely, I drew in the dimensions needed in the pics above.

The dimensions have to be ACCURATE. I could not tell from the Flywheel/Pilot area pic that you sent if there was a diameter step inside the pilot area along the (RED) 23mm length?

The Dimension in GREEN has to be the Block face to Crank/Flywheel interface distance. (You will need to remove the Flywheel)

xschop wrote:Look closely, I drew in the dimensions needed in the pics above.

The dimensions have to be ACCURATE. I could not tell from the Flywheel/Pilot area pic that you sent if there was a diameter step inside the pilot area along the 23mm length?

The Dimension in GREEN has to be the Block face to Crank/Flywheel interface distance. (You will need to remove the Flywheel)

ok will get dimensions later...
the depth of the pilot hole in total is 32mm,but 9mm in there is a slight step so 9mm and 23mm gave the 32mm

In your email, you stated the pilot bearing diameter was 32mm (Yellow) and the total depth was (Red) 23mm (Including step)

You are in luck because there is an inexpensive off-the-shelf roller bearing that'll fit the 944 TT shaft and your crank.......15x32x9.......6002-2RS

awesome...will get details when i get back home...block face to front face of pilot bearing hole...cheers...

Also after you have bolted your flywheel and Pressure plate, you will need to measure the Pressure plate fingers to Belhhousing/Trans interface to determine what Throwout bearing to look for.

Since your BH depth is very close to the C5 BH that we yanks use, you may be able to run the C5 TOB and everythings been worked out on that as well.

as the 1uz does not come in manual only auto,i would need to buy a flywheel and clutch,there is a company called quantum auto who does flywheels and clutches in usa for the 1uz,or would i need to get something more specific...???as until i get those bits i cant give the finger measurements...lol

does anyone live near xs chop with a lexus engine that can do proper measurements,as the dimesions need to be accurate,its probably a no but thought i would ask...

I have everything I need to design and build an adapter plate and will start one this weekend. I measured a 1uzfe this past week at a wreckers and it will fit the 944 bay easily. The passenger factory header is a go and won't know about the driver's side till Jarmin mocks his swap up. I will say it will clear if a hood scoop is used and the engine can come up an inch or two.

sounds good rob...what car was the engine in you looked at,as the rear sump needed for swop is on the lexus soarer,the lexus ls 400 has a mid sump which i think would foul the cross member steering rack...also the soarer headers are much better and tubular in construction,as the ls400 are the log style...

It was the early ls400 (94 IIRC)
The headers hugged the block tightly and exited down and back. Post pics here of those different pans, I believe the rear sump one will clear from all my measurements. The only real unknown is weather we'll need to use the t56 TOB or the Cobalt TOB at this point. The plane of 944 TT flange will set right at the auto BH plane and no pilot adapter is needed

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Looks like the 3VZ flywheel is almost plug n play. It needs the radii of the 8 crank bolts enlarged to 80mm. The ring gear is 120 tooth and the tooth chamfer faces the correct direction for the V8 starter that sets in the galley. A 240mm disc max can be used. Ford Ranger anyone

Got the billet stock needed set up and programming the adapter. I'm taking it one step further and adding a recess/step so the same adapter can be extended with a flange to install the 1uzfe, 2uz, or 3uz in the 928 as well....all a bolt-on affair....
Not only the 4.0, but the 4.7, 5.4, and 5.7 DOHC V8's can be swapped with this set-up........

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Neat to see something different.

On the other hand, turbos could be fit on the LS motors too.

Or Supercharger.....p1sc getting mounted this winter.

Speaking of Turbos, This adapter will fit the 2JZ bellhousing....

looking good...

I was talking with Dinsdale and he said the factory front sump would be a shoe-in for the 928 crossmember. The rear sump Lexus pan (soarer) would definitely be needed on the 944 crossmember.

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