JPI

Yes, this is a 3VZ-FE engine. Iron block and aluminum head. We run into all kind of probem on this car . But finally get it out of the shop today. Had problem with the cam timing, turn out it was the V3 mark not V4. Oil pump makes a little noise, so we had to remove the pump and clean it out(client on a budget). There were a lot of oil in the intake manifold due to bad valve steam seals. The valve steam seals weren't sealing at all so it dump a lot of oil into the combustion chamber. And push them up to the manifold. Client changed out every 3k miles, but the damaged probably did from the previous owner. Well have fun. Who is next? ;) JPI

There aren't that much market outhere for the Es300. But we working on something for the ES300(hint force induction). Stock rods are weak...... JPI

lol ..........sorry JPI

That supercharger is really a joke! Do we remember that tornado device? This is one of those too. Remember this, it takes four factors for the car to run: compression, fuel, spark and air. Having more air doesn't do any good if there is no fuel. More air and more fuel equal a bigger bang. Bigger bang will equal more horsepower. If in doubt, please buy "Maximum Boost" by Corky Bell. It's a great book. It explaint about forced induction(turbo). Bolts on won't get you 300hp. Put a 100 shot of nitrous in the car isn't bad idea. Install it properly and tune it too, nitrous doesn't like lean condition. Blueprinting your engine won't make it goes faster, but it will prevent your engine from coming apart at higher rpm...say 10k. JPI

The valves on your vehicle tend to stick due to carbon build up. You will need to get a top engine clean. Find a vaccum source in the intake manifold and let it sucks all that stuff into the combustion chamber. Shut it off and leave the car *BLEEP* overnight. It should clean all of carbon off. I would let someone know what they are doing do this job. I've seen people bend the valves this way. Law of physic, fluid doesn't compress. Something has to give, The valve that is! JPI

Autozone will offer this service for free. Write down the code p.m me and I will help you source this out. JPI

There are a lot of good people around here. Have fun. JPI

Bob, What lifter are you referring to? Your vehicle doesn't have a VVT-i system. It has a bucket sitting on the valve spring. I never see those stuck before. I would do a top-engine, it cleans all the valves and keep it from sticking. I would go ahead do a compression test. But i doubt it has anything to do with the compression. Good luck. JPI

This is just a waste of money! There was a kid in an Is300 came into our shop with this ground wire kit. We told him we don't install junks. If you want real hp, put a turbo kit on. Sorry if I offended anyone here. JPI

It will be tough. But it nice to see someone try something different. What size of turbo are you going to use? JPI

Here is another one at our shop 92 ES300. It belongs to one of our LOC member in dallas. He changes oil every 3k miles. On this one, we don't have to pull the heads off. Here are some of pictures of it. We will have to drop the #1 and 2 to clean it. Fun fun fun. :o JPI

Your timing belt doesn't need to change at 90k miles. Depends on the year, 98 will need to change the spark plugs at 60k miles. We just bought a 99 gs300 for $17k. Good luck with the purchase. JPI

When did the overheating problem occur? Did you get it fix? Are you losing coolant? It doesn't take weeks to get air pocket out of the system. JPI

E-Man for now. JPI

lol ..It's a 61gt, running on pump gas about 500whp. Not too bad huh? I would say so. JPI

This is a 94 supra tt. We just finish with the install last week. The kit is BL. Very nice kit in my opinion. Have fun. Enjoy guys. JPI

What is the $900? I never heard about the insurance plan. Here are some discussion on the sludge issues and pictures. http://us.lexusownersclub.com/forums/index...showtopic=6205& JPI

I would go ahead and pull the oil level sensor off. It's located in the oil pan. Take it out and make sure it's not stuck. If it's working, I would do an oil pressure test. Just to be safe, go ahead pull the valve cover off to check for sludges. Good luck. JPI

We have another one in our shop. It's a 92 es300, this one is not that bad. We don't have to pull the heads off this one. Change your oil guys, Change your oil! JPI

i have the same problem to, i change alot of caps timing belt. then one close mechanic friend told me that to remove the thermostat because it hydralic and just let the cooling rush thru constantly. he try it on a nissan 93 and it stop overheating. Taking thermostat out is a temp fix, it's not good for the long term. Your engine needs to reach to a certain temp to operate properly. Back to the overheating problem, I would suggest that you flush your cooling system out. If it doesn't do it, change your H/G. While you have the head off, I would go ahead and do the valve steam seals. JPI

What is the high and low side reading? You don't need to have it on max to get the proper temp reading. JPI

It doesn't matter what kind of valve cover gaskets they used. They should advise you to go ahead and replace the cam seals and valve cover gaskets at the same time. If you headgaskets are blown your oil will be milky and the engine won't run that long. My advise, stay away from them. They don't know what they are doing and trying to dig money out of your pocket. Note, your powersteering pump might leak. You might have that check out. Look in the yellow book for an independent lexus/toyota shop, they might be expensive but you will get your problem fixed the first time. Good luck. JPI

Where is this? Sonic? I see a bunch of kids go street racing around my shop. I would take it to the track. Street racing is old. Jpi

Where are located in TX? JPI

What is VVT-i? Variable Valve timing with Intelligence and how does it work? PLease read on Varying intake valve open/close timing according to the operating conditions of a vehicle improves engine performance and fuel economy and provides for cleaner emissions. Without variable valve timing, valve timing was a compromise between the need to produce maximum torque at low to medium speeds, maintain idle stability and fuel ecomony while still producing low emissions. Continuously adjusting when the valves open and close, called Variable Valve Timing(VVT-i) yields significant improvements in all these areas. The ECM advances or retards the intake camshaft, changing when the valves open and close according to driving conditions. The VVT-i system optimizes valve overlap throughout the engine's rpm range and under all operating conditions. Under high load driving conditions where high torque and output is required, intake valve timing is controlled optimally according to the engine speed, producing valve overlap and an intake inertia effect. VVT-i eliminates the traditional compromises between low-end toque and high rpm hp. By taking maximum advantage of this overlap, intake air volume is increased, thus torque and output are improved. At the same time, enhancing fuel economy and reducing Oxides of Nitrogen and Hydrocarbons in emission gas so effectively that it eliminates the need for such emissions devices as the EGR valve and provides a large increase in mid-range power. Valve Timing For an engine to operate smoothly under a wide range of operating conditions, it must maintain high dynamic compression pressure, proper ignition timing, and good air-fuel misture. Ignition timing is variable, engine speeds and loads have different requirements. Air fuel mixture and the inertia of combustion gas in the cylinders are factors that are considered during the design stage of an engine. To obtain maximum engine output, it is necessary to draw as much air-fuel mixture into the cylinder during the intake phase of the combustion cycle and to discharge as much post combustion exhuast as is possible on the exhuast stroke. Valve timing is expressed in terms of the crankshaft angle from the piston at top dead center(TDC) or at bottom dead center(BDC). The optimal valve timing is pre-determined for each engine. To maximize the length of time the valves are open, a "valve overlap" has been engineered into the valve timing. The intake valve starts to open before the piston begins its intake stroke and closes after it reaches BDC. The exhuast valve open before the piston enters the exhuast stroke and closes after TDC. Generally, a larger valve overlap gives better high-speed performance. Too large an overlap may cause unstable idle. Smooth Engine Idle Smooth engine idle demands very low camshaft overlap. At idle rpm, valve overlap is eliminated by retarding the intake camshaft. With the intake valve opening after the exhuast valve has closed, there is no blow-back or exhaust gases to the intake side. Combustion is stable, engine idble is smooth at the lower rpm, and fuel consumption is improved. In the low medium speed range with a heavy load, the camshaft is advanced increasing the valve overlap. This has two effects. First, the exhuast gases help with the induction of the intake mixture. Secondly, by closing the intake early, the air/fuel mixture is not discharged back into the intake. High Engine Speed at Full Throttle High power output during rapid acceleration(wide-open throttle) is enhanced by valve timing with a high overlap (the intake opens while the exhaust valve is open). This effects a more filling of the cylider(using low pressure in the exhuast system to draw in additional air fuel mixture). At high engine speed, at full throttle, the cam timing overlap is reduced to produce higher toque and more horsepower. Exhuast Gas Recirculation (EGR) Effect Best emissions performance during cruiseI (part throttle) is enhanced by valve timing with medium overlap (the intake opens small amount while the exhuast valve is open) allowing incoming air fuel mixture to be diluted with inert exhuast gas remaining in the cylinder. The return of exhuast gas into the cylinder reduces combustion temperature, resulting in a reduction in NOx. Additionally, HC are reduced because some of the unburned a/f mixture form the exhaust stroke is returned to the intake side (due to negative pressure) for re-combustion. Finally, C02 is reduced as a result in the decrease in fuel comsumption. Enhanced Fuel Economy A reduction in take stroke, resistance enhances fuel economy. In the medium-load operation range, when the valve overlap is increased, the vacuum (negative pressure) in the intake manifold is reduced. This reduces resistance to the piston moving downward on the intake stroke resulting in more energy available to propel the vehicle. At idle, with no overlap, the idble speed is lower which also enhances fuel economy. VVT-i Actuators(controllers) All lexus vehicles equipped with VVT-i primarily operate in a similar manner and produce the same beneficial results. However, there are two different type actuators (controllers) used in Lexus VVT-i systems. The purpose of the actuator is to control the position of the intake cam. Directed by the ECM, and Oil Control Valve (OCV) varies oil pressure to the actuator to continually adjust the timing throughout the engine's operating range. Helical Type Actuator A helical type actuator is used on the V8(3UZ-FE: 1UZ-FE) engines and the In-line 6 (2JZ-GE) engine. A hydraulic piston with a helical gear drives the intake camshaft. The actuator changes the relation of the intake cam position to the crankshaft position. The timing belt drives the VVT-i actuator outer gear which is attached to the intake camshaft drive gear. The intake drive gear, in turn, drives the scissors gear attached to the exhuast camshaft. This maintains a consistent relationship with the exhuast cam. The inner gear is affixed to the camshaft and moveable piston that is placed between the outer and inner gears. Having helical splines (twisted, grooves) on the pistons inner and outer parameters, the piston moves laterally (front-to-back) to shift the phase of the outer and inner gear causing the valve timing to continually change based upon the signals received from the ECM. This shifting of the pistons position provides up to 50 degree of advance intake cam timing in V-8 engines and up to 60 degree advance in an in-line 6 engines. Site note: Only the intake cam moves in relation to the timing pulley. The timing belt pulley and scissors are fixed to the actuator outer tube. Exhaust cam timing does not change. To be continue......