Lit'lphant: The baby hemi from Japan

https://grassrootsmotorsports.com/forum/grm/anybody-know-anything-about-the-old-toyota-v8s/89501/page1/  it's been 4 1/2 years.....  and while I don't have an A2x Celica, and likely wont......  I have just bought (and am waiting for..) a 5V-EU baby hemi (244cid) from Japan 

Besides the engine, I've managed to also purchase the correct starter, and a factory service manual - yes it is in Japanese, but specifications and tightening and loosening patterns are not language specific.  Neither are torque values.

for those interested in specifications.... at least ASSUMED specifications

engine type naturally aspirated petrol

Engine manufacturer Toyota

Engine code 5V-EU

Cylinders V 8 in 90° vee

Capacity 4 litre

3994 cc

(243.729 cu in)

Bore × Stroke 87 × 84 mm

3.43 × 3.31 in

Bore/stroke ratio 1.04 - so just "oversquare".  No idea on rod length yet, so no idea of rod to stroke

Valve gear overhead valve (OHV)

2 valves per cylinder

16 valves in total

maximum power output net) 164 PS (162 bhp) (121 kW) at 4400 rpm

Specific output net) 40.6 bhp/litre 0.66 bhp/cu in

maximum torque net) 289 Nm (213 ft·lb) (29.5 kgm) at 3600 rpm

Specific torque net) 72.36 Nm/litre 0.87 ft·lb/cu3

Engine construction light alloy head & block - mass reported to be 130 kilos (286#s)

sump wet sumped

compression ratio 8.6:1

Fuel system EFi

bmep (brake mean effective pressure) 909.3 kPa (131.9 psi)

(with a BMEP of 131 theres some serious room for improvement)

Maximum RPM unknown… but hemi article* alludes to a crank capable of 9000 rpm

crankshaft bearings 5

Engine coolant Water

What I have gleened from the internets....   1, and part of why I posted here first... this engine seems to be Miata friendly...???   https://www.carthrottle.com/post/a7rlem9/ 

But that article just touches the "big problem" I'll be having... no gaskets available   I'll be rebuilding this with custom made gaskets. 

Now this is by no means as difficult as a Ferrari engine being cut apart, and remade 38 ways to Sunday, but it will be a challenge none the less.  There will be plenty of custom made/modified parts going into this.

As to what I'll do with it when I'm done... I have a few ideas... but for now, lets just say I'm open to interesting swap ideas.

A few more pics.... of the Toyota hemi being used.....

The engine should be here by sometime during the summer, so for now, it is all speculation.

That's Really Neat! OST headwork to ensue, I presume?

Looking forward to updates.

Seriously no gaskets in Japan? What other markets got this and when?

Datsun310Guy said:

The 2TC (and later 3TC) were similar in chamber design.... but the rest of the head seems to be different.

TurnerX19 said:

Seriously no gaskets in Japan? What other markets got this and when?

I've asked a few friends in Japan to run(look for) the significant gaskets... head, intake, water pump, cam covers.... and none of them still exist in Japan.   

wheelsmithy said:

That's Really Neat! OST headwork to ensue, I presume?

Looking forward to updates.

nice...(photo), I managed to get another of that car, but it has the photobucket label over it

and I do plan on getting my hands into this..... (3TC work below)

Sweet lil roadster!

some more info... from the Complete Chrysler Hemi Engine Manual....

If they are just flat gaskets I would think they could be cut with a laser  cutter , 

There was a guy making cork valve gaskets  and selling them at The local car swap meet....

Easy to make most any cork gasket by hand.  Hard to get a cork head gasket to seal...

The gaskets issue is why I'm having the engine sent to a local engine shop that I know does a LOT of weird, and older stuff - flat head ford, and many other 20s-40s designs.  The plan is to disassemble the engine as carefully as possible so that gaskets, like the intake, and head, can be salvage, and re-made using the originals as a template.

Also use Google translate on your phone , you can take a photo of the page in Japanese and it will translate it for you .

What does the motor weigh ?

californiamilleghia said:

Also use Google translate on your phone , you can take a photo of the page in Japanese and it will translate it for you .

What does the motor weigh ?

THAT is only speculated at this time... but I've now found 130 kilos (286#s) listed in 2 different places....  for perspective a 4.0 liter 1UZ weighs in around 350#s

Cometic and a few of the copper head gasket manufacturers will make you head gaskets.

Weird to see a 4.0 V8 with 4400 RPM at peak HP and it isn't drastically undersquare.  Seems like a little more compression and a lot more cam would be useful here?

I am thinking the rev limit is going to be in the valve train. The memory is a little sketchy, but I seem to recall the 3TC was safe to about 7500 and then it would bend pushrods.  I like it a lot from what I see here. Very light and low CG. What the Daimler V8 should have been, instead of 650+ pounds and 2.5 liters.

Dismantle carefully and send the old gaskets to Olson's Gasket. 

They specialise in no-longer-produced stuff and will keep the patterns in inventory if they are needed again. They supplied us with gaskets for our 1925 Diana Light 8 last year. There's only about a dozen of these cars left.

oldeskewltoy said

Now this is by no means as difficult as a Ferrari engine being cut apart, and remade 38 ways to Sunday, but it will be a challenge none the less. 

 

If this is the yardstick, we all fall short.

I vote a mid-engine death machine... MR2! Time to dig out the hacksaw and welder!

But realistically, this would be right at home in a MX5 or S2k

pres589 (djronnebaum) said:

Weird to see a 4.0 V8 with 4400 RPM at peak HP and it isn't drastically undersquare.  Seems like a little more compression and a lot more cam would be useful here?

That is my opinion as well.  The engine was originally made for the most luxurious Toyota available - built for royal family, diplomats, etc.   SMOOOOTH was the call of the day.  For those interested here is a Jay Leno bit on a 1993 Century - 

Smooth was the requirement. 

TurnerX19 said:

I am thinking the rev limit is going to be in the valve train. The memory is a little sketchy, but I seem to recall the 3TC was safe to about 7500 and then it would bend pushrods.  I like it a lot from what I see here. Very light and low CG. What the Daimler V8 should have been, instead of 650+ pounds and 2.5 liters.

The rocker side of the head does show some similarities to the 2/3TC type... although some of those rockers are quite unique looking - intake rockers in particular....

That's very cool!  I look forward to seeing more of your rebuild.  And finding out what it's going into.

John87 said:

I vote a mid-engine death machine... MR2! Time to dig out the hacksaw and welder!

 

But realistically, this would be right at home in a MX5 or S2k

if I was 25 years younger....   maybe****

btw... and believe it or not.... you are not the first with using this engine in an MR2 - https://www.mr2oc.com/187-v8-mr2-forum/155758-anyone-boosted-5v-eu.html  

Some of the cars I've given thought too.............

 **** - if it had been 25 years ago... maybe an old TVR Vixen??    But so far these are just thoughts.... Volvo 1800S, Volvo 122 (coupe, or wagon), RA29 Celica liftback, late 70s Corona coupe, early 70s Carina coupe, 240/260Z, MX6 Cressida, Datsun 810 coupe, E7 Corolla coupe(aka Surreptitous's evil twin), or possibly an E7 hardtop....   many other possibilities at this stage.... for I still don't know the actual dimensions of what it may.... or may not fit........... 

Hmmmm doing some studying... I'm pretty sure I've figured out the pushrod passages....  blue is intake, red exhaust....

Put it in a 70s Colt. Then you can tell everyone you have a 70s Dodge with a Hemi.

vwfreek said:

Put it in a 70s Colt. Then you can tell everyone you have a 70s Dodge with a Hemi.

While I could do that... I could also put it in a 78 Challenger making it a hemi Challenger.... but the 2nd gen Challenger is dowright fugly 

It would be a waste to put that lump in that car............