J-Meiser

I don't know why I didn't think of a countersunk bolt earlier ; thank you very much for the suggestion! I will look into that . I think with the past week being a bit tough in general, to have a few issues crop up at once did frustrate me a fair bit. However, I am very grateful for all of the suggestions and help put forward! I am taking the time to try and work through the problems instead of rushing out to buy an alternative, so fingers crossed, I may yet be able to use what I have... We'll see how things pan out. In effect, what you're suggesting is a throttle body "spacer" ? That's not a bad idea at all - thank you! Again, I'd need someone to make it for me and I'm not confident such a place exists in Peterborough, but I will enquire and see what responses I get .

Thank you! I'm sure that it will be worth it in the end; it's just getting to the end that's the "fun" bit .

Hello again everyone, Since my last update I have not had a huge amount of time to get stuff done, but I have been able to do a few bits. I test fitted the supercharger to throttle body adapter once more to see where it required adjustment. Just one of the studs was catching on the IACV mount so I trimmed the end of it; fitted perfectly fine after that . I decided to clean up the mating faces of the throttle body adapter using my rotary tool, as I wanted to test fit them all in the engine bay. I was a little concerned about the height of the throttle body in relation to the valve cover, so I wanted to see how things stacked up. I was happy with the result of the cleaning, so I will remember this for future reference. After everything was cleaned, I put them all together, placed them in the bay and immediately noticed a couple of problems: 1. The supercharger no longer sat flush on the manifold. 2. The PCV fitting was sitting on the valve cover I could remove the PCV fitting and try to seal it up, but I was planning to use it to use it for the bypass for the IACV. Also, I am not convinced that removing the fitting would resolve the problem or just move the problem to another location. Before I made my mind up on what to do next, I figured that I would reassemble the supercharger fully and get a complete picture of where things stood. I had a supercharger rebuild kit ready as I was going to replace the coupler in the snout regardless. I was not sure what sort of life the supercharger had led in the past, so I figured I’d play it safe. To be honest, I could have gotten away with not changing the coupler as there was no play or slack at all, but at least I know now that it has been changed and it should last a long while. I also have other rebuild parts to hand, should anything else decide to retire. Once it was reassembled, I was surprised at just how heavy it had become! I placed it on the manifold and noticed yet another issue. One of the bolts at the bottom was catching on the front water bridge . I forgot to remove my hex bit for the oil plug before I took the pictures, so I do apologise for that . I could try running the supercharger without that lower bolt; the snout is sealed to the body with a sealing paste, but I am not sure that I want to do it. Also, other people who have run this supercharger on a 1UZ-FE have not needed to, so I am reluctant to. Finally, I decided to check the clearance with things as they were, so I closed the bonnet to he "first stage", but did not seal it; primarily because I would need to be a contortionist to get into the car to open it again, with all the bits that I have lying about. To be fair, even with it closed to the “first stage”, I could see that it was awfully close already, if not touching . Depending on how things play out, either a bonnet modification or replacement could be on the cards, but I will sort that when the time comes. It is something that I wanted to avoid from the outset, but I am not sure that this goal is going to remain feasible . So, to recap, the main issues that I am now faced with are: 1. The PCV fitting was sitting on the valve cover 2. One of the bolts at the bottom was catching on the front water bridge Due to these issues, the supercharger is not sitting flush on the manifold. Now, I have been looking into solutions and I can source another throttle body adapter, but it does not come with a fitting for the IACV (as far as I can tell). I can source another inlet manifold, but it would make the supercharger sit higher. To be honest, it probably needs to sit a bit higher due to that bolt catching on the front water bridge; so, I am currently evaluating what to do there. I am considering going with the alternative throttle body adapter and seeing if the IACV fitting from my current throttle body adapter could be welded on to the new one. They are both made from aluminium, so hopefully it should work. The major problem is, I cannot weld. If anyone can weld aluminium (or knows someone who can) and is willing/able to help, I would be incredibly grateful indeed. Likewise, if anyone has any suggestions to help me solve these issue, I would be happy to hear them! I will continue my research and to make enquiries; hopefully, solutions will come through soon.

Hammer and Noz, thank you both very much! I just wish that I could actually fabricate things, I'd be almost fully self-sufficient . I'm itching to get it all done and get back out on the roads but I've hit a couple of snags now . I'll put up a post shortly detailing what they are.

Thanks Mike! I'm hoping that it will; once I've reassembled the supercharger, I'll carry out another test fit and close the bonnet properly to try and get an idea about clearances. If all goes well there, I can crack on with one less thing to worry about .

Hello everyone! I am sorry for the lack of updates recently, both work and family have kept me quite busy and the snow/general cold weather made my garage far too cold to work in, even with the heater on. I since my last update, I took good look at the wiring casing at the back, tried several things but I could not get the inlet manifold to fit with in there with the casing as it is, so I took away a good portion of it and manifold sat better, but still not properly. I turned my attention to the wiring that ran from the loom at the back to the front, down the middle of the ‘V’, between the upper and lower inlet manifolds. I had to take it out of the plastic casing as it was not going work/fit with the new manifold and I needed to separate out the wiring for the IACV; the IACV will be moving to the back of the engine. Once the wiring had been separated out, I wrapped them up once more, moving the diagnostics port (and its wiring) out to the side, as the wiring is too thick to fit in the space between the manifold and the rear water bridge. I cleared out the ‘V’ and turned my attention back to the manifold. Turns out the manifold required a little modification; I had to grind a little bit of material off the corners that go over the mounting studs on the heads. With a little bit of material removed, the manifold now sat correctly! Once I was happy that the manifold was sitting correctly, I cleaned up the mating faces for the inlet manifold and the front water bridge. I then refitted the front water bridge so that I could check that job off the list. The next job I wanted to tackle was getting the supercharger to sit flush on the manifold. I decided to go with the Ford M112. I carried out a test fit and unfortunately, it would not sit flush on the manifold because it still had the mounting rim for the stock air-to-water intercooler, so it had to go. After researching the best bay to take apart one of these, I made a start in the garage, draining out the oil first. The oil had one of the oddest smells I have ever come across! It was incredibly pungent. Once that was out, I removed the bolts holding the snout to the body and used my dead blow hammer to gently knock it forwards and off the body. After that, I removed as many of the bolts and attachments as I could, turned it over and using a hammer and the wide-end of a chisel, I was able to tap out the rotor and gear assembly. I then taped up the needle bearings at the rear, as I had a feeling that this was going to be a messy job and I did not want any bits of aluminium getting in there. I also taped up the mating faces to try and serve as both protection and a warning, should I have gotten too close with the angle grinder. This morning I decided to tackle the job of removing the mounting. A few hours later, this was the end result: Things did not quite go perfectly. I injured my finger with the angle grinder, while I was focussing on not catching the mating face, which resulted in me catching the mating face. Twice. I smoothed them out a bit, but as I will be using a gasket maker to seal the supercharger to the manifold, I am hopeful that the mishaps have not caused serious damage. I couldn’t resist test fitting the supercharger case to the manifold and comparing it to the stock inlet manifold so that I could check the height difference. Here are some pics from that: It looks like the supercharger setup will be very similar in height to the stock setup, if not a bit lower. I still need to fit head gaskets and sealant, so I doubt that thge height will change that much, but so far, it's looking good! I also could not pass up the opportunity to test fit the manifold and supercharger case on the engine, so I did that too: Again, so far so good! I am planning to reassemble the supercharger soon, so I'll have a slightly better idea about how everything will line up, but I'm feeling quite positive at the moment, especially after all of the work gone into the "hidden" jobs that slowed me down a fair bit! Now that the weather is a bit warmer, I’m hoping to be able to get out more often and make some good progress, so hopefully, there won’t be such a big gap between this and the next update!

I managed to get out and get some more work done earlier this week: Disconnected the fuel feed and return lines Disconnected the wiring for the coolant temperature sensors and diagnostics port, moved it out of the way Disconnected the fuel injector wiring and moved them out of the way Removed the lower inlet manifold and injectors, leaving the fuel injectors in situ, fitted to the manifold Removing the lower inlet manifold was a bit of a milestone for me, as I knew that's as far down as I have to go and that from here I was going to be building up again, this time with a completely new setup. There's a fair bit of debris in the V, so I will vacuum that out before fitting the supercharger manifold in position properly. However, my joy was short lived as I noticed a leak from the front water bridge from where I fitted my modified bridge back in '18. With my low supercharger inlet manifold, the front bridge needed modifying to ensure that the supercharger would sit correctly. Back in '18 when I carried out the test fit, I swapped the stock for the modified front water bridge then, just to make sure that there were no leaks from where it was welded. Thankfully, the bridge itself worked fine. I removed the bridge and could see that it was the gaskets that had failed. The ones that I used at the time weren't genuine Toyota obviously weren't up to the task. I bought some genuine gaskets in '19, in case the third party ones failed. Looks like I will be fitting the genuine gaskets. Having the front water bridge off did allow me to experiment and try to find out why I couldn't get the supercharger inlet manifold to fit properly during my initial test. I managed to work out that it is due to the wiring loom at the back of the engine and the plastic casing that it is in. I would rather not lose the casing but I have a feeling that I am going to have to. I will see if I can work around it the next time that I get to look at it.

I fully agree! The confused look that comes across some people's faces can be a real "Kodak moment". Not that I should have, but I have read some of the comments for some YouTube videos that feature my Supra leaving a show/meet and the majority of them were less than complimentary. Thankfully I don't pay attention to "keyboard warriors" and I do have to laugh at some of them!

Shane and I were talking about the extra injector a few years ago, but I had no idea where it was until I took off the inlet manifold in '18 . Yes, I've spoken to Kelvin a few times on the Lextreme forum and it was by using his YouTube videos that I found out what size bolt, its thread and pitch that I need to block off the extra injector at the rail . He's a very knowledgeable guy!

Thanks! Looking forwards to getting it up and running.

Hi everyone, I apologise for the lack of updates, work kept me extremely busy in the run up to Christmas and since I finished for Christmas, I've just been unwinding, as I needed to! I did manage to make some progress before work became busy, so I'll detail that below: Removed the upper coil pack, mounted above the coolant inlet pipe Disconnected the HT leads from the distributors Drained the cooling system and removed the radiator and coolant pipes - this allowed me to stand in the space between the front of the engine and the air-con rad, making accessing the engine an awful lot easier! Top half of the inlet manifold, including the throttle body Removing the top half of the inlet manifold was a bit fiddly as, for those are not aware, my engine is a pre '94 1UZ-FE and these engines come with a ninth, 1000cc injector that assists with starting the engine. '94+ 1UZ engines don't have the extra injector. Getting to that injector and disconnecting the wiring/fuel feed pipe, while supporting the inlet manifold while not breaking anything was interesting, as the injector is located at the bottom of the top half of the inlet manifold. I knew that I had managed to do it in 2018, but I couldn't remember how exactly . Hopefully, the pic below provides some form of reference. As my new lower inlet manifold has no provision for mounting the extra injector, I will be blocking it off and going without it. The engine will still start without it, but I'm not sure of the exact effect losing it will have until I start it up once the work is done, so I'll see what happens. Once the manifold was removed, I called it there but this is where I will be picking up from, when I get back to it (hopefully, sometime this week).

Bump

Hi everyone, Sorry for the lack of updates recently, things have been rather busy with work and family life recently and as I stated in an earlier post, this is the first time that I've had the opportunity to come on the forum in a while (it looks really good!). I have made some progress and I hope to get some posts and pics up as soon as I can .

Hi Mike, Thanks for the link for the water/meth cooling solution - I've had a good look and it and it certainly looks promising. I will give it some serious consideration for how I could incorporate it into my build!

Hi Paul, Really sorry for the delay in getting these pics put up, this is the first time that I've had the opportunity to get onto the forums in a while; I hope that they help .

On Sunday, I was able to make a start with stripping the engine down to get the inlet manifold(s) off. Time was not on my side (despite the clocks going backwards :rolleyes:), so I was not able to get much done but I managed to do the following: Remove the battery and battery tray Disconnected the MAF sensor Disconnected the vacuum lines for the power steering and IAC Removed the Airbox, MAF sensor and inlet piping up to the throttle body Disconnected the throttle, cruise control and line pressure cables from the throttle body Here's a poor "before" pic of the engine bay... ...and some better "after" pics: The before pic was taken with my action cam as I was recording a video and took a mid-vid pic. After reviewing the pic, I decided that the quality wasn't brilliant, so I won't be doing that again. Next time, at a minimum, I'm hoping to get the cooling system drained so that I can remove the radiator and associated piping, remove the engine covers and rocker covers and fuel lines. We'll see what happens. On a final note, my "Final Blast" video is taking a little while longer to sort out than expected, so for now here's a link to a drive that I did for a bit of fun in September on the B660-B645

[quote name='Delboy52']Great to see you moving forward with this Jay! I've been sitting on one of Chuck's shortened manifolds for years but mine is for a VVTi motor so wouldn't fit your 1UZ. Bonnet clearance is a problem, and the inline Bullet intercooler which I'm told is 30mm thick would send the blower through the bonnet when it's all stacked together. Water/meth looks to be the cooling approach if an intercooler can't be used. I have a GT500 M122 if you fancy some more fitment tests ;)[/QUOTE] Thanks Mike! It's been something that I've wanted to crack on with for a while but real life got in the way :(. I'm looking forwards to actually doing it now :D! I'm glad that Chuck managed to get you sorted - was it much trouble? When I carried out my test fit back in 2018, I was able to close my bonnet and as far as I could tell, there was clearance between the bonnet and pulley. However, that was only the test fit so the real thing will be the true test :eek:. You're right about the Bullet 'cooler, so I'll be interested to hear about the alternative approach at some point. Thank you for the offer, I may well take you up on that, once I've got the manifold properly fitted :thumbs::D.

[quote name='Paul 887']That would be great, interested to see how its been done Im waiting on a zaaz low mount to come into stock or i may go with the elate low mount. I was looking at a thread on lexteme and with our standard crank pully a 2.9" pulley woupd make 10psi boost. Are you planning on having it mapped ? Any cooling ?[/QUOTE] I've not been able to find one yet - I'm sure that I have one saved on my server somewhere. I will get one put up! I must admit that I've never heard of Zaaz - are they a new "outfit"? Elate I am aware of, but when I was looking they only sold their high mount manifold, so I wasn't able to consider them at the time. If they've now started doing low-mount manifolds then that's good to know! I re-read my previous reply and realised that I didn't do a get good job, so I do apologise and I'll answer it a bit better this time around and answer your current questions too: I am keeping the 2.9" pulley on the Jag M112 for the time being, but I won't actually run with it. I am yet to measure the pulley that came with the Ford M112. I am thinking of running with either a 3.5" or 3.1" pulley to give me between 6 and 8 psi, which the stock ECU can run with; it would have a major hissy fit with a 2.9" pulley - regardless of whether I use an charge cooler or not (I won't be at this point in time). I'm not chasing crazy numbers, just want to force a little bit more air in to the engine to wake it up a bit and give it a bit more "oomph".

[quote name='Hammer']Interesting stuff. I'm looking forward to the updates. Nice to see something different.[/QUOTE] Thank you! This is certainly something that we're going to see very often on here, so hopefully everyone will enjoy seeing something a bit different .

I'm really glad that you've found it useful ! The whole point of it was to help others out so if it's done that, I'm happy . Hopefully, this will be useful too - as long as I can get everything working

Thanks Paul! I'm looking to keep the stock 2.9" pulley for now. However, the Ford M112 I have does come with a quick-change pulley, so I may well swap the pullies over, once I've made my decision. I'm sure that I've got a pic of the manifold without the top plate saved somewhere - if I haven't I'll take one when I get the manifold out

I'm hoping so - I'm looking forwards to getting it installed and started

A little bit of history... I bought a M112 supercharger from a Jag XKS back in 2016. The M112 from the Ford Mustang SVT is a far more popular option but at the time, but I found that type of supercharger was quite tricky to get hold at the time, so I went with the Jag supercharger. https://old.mkivsupra.net/vbb/attachment.php?attachmentid=525631&stc=1&d=1603226659 I reached out to a gentleman named Chuck in Canada about a low-profile inlet manifold. One of the things that I really wanted with this was to be able to continue using my stock bonnet with the supercharger. He had never worked with a Jag supercharger before, so getting him accurate dimensions was a challenge but in early 2017 a package containing a low profile manifold and custom inlet (amongst other things) arrived from Canada. I placed the bits together to get an idea of how it should look. https://old.mkivsupra.net/vbb/attachment.php?attachmentid=525632&stc=1&d=1603226741 In 2018, after I put my engine and gearbox back in after doing some work on the gearbox, I decided to try and test fit the manifold and supercharger; again, just to get an idea of how it will all go together. I didn't have the manifold seated properly as it was a spur of the moment test and my primary focus was to fit the modified front water bridge. https://old.mkivsupra.net/vbb/attachment.php?attachmentid=525633&stc=1&d=1603226792 For a mock fitting, I was quite happy overall, but my concern was the length - I was not sure that everything behind the supercharger will sit comfortably with the supercharger fitted. So earlier this year, I was able to get hold of a M112 from a Ford Mustang SVT. Now, this one has a shorter snout but it's a taller supercharger. https://old.mkivsupra.net/vbb/attachment.php?attachmentid=525634&stc=1&d=1603226976 https://old.mkivsupra.net/vbb/attachment.php?attachmentid=525635&stc=1&d=1603227036 I'm yet to carry out a test fitting with the Ford M112, but I will give it a go when I get the manifold seated and decide which one I will go with. Whichever supercharger I go with, I will clean it up before I fit it .

Hi Shane, That's awesome! It will be good to know how he gets on with it too! I'm hoping to post an update with a few pics later on today

I have decided against it... for the time being . It's more than likely that I will do swap my 1UZ for a 3UZ in the future, but for now, I've managed to persuade myself to put it on the back-burner and focus on this.