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ENGINE |
Benefiting from the know-how developed for racing cars. |
| TRD engine parts development concepts | |
| TRD engine parts are developed based on feedback from racing engine development technology. This means that the engine parts are developed for both power and durability, keeping in mind the basic concepts of racing engine development. We determine the limits of each engine and, while maintaining high power output potential, we develop parts of the highest durability and reliability, so that they can be used far and wide in both the domestic and international motor sports fields. | |
 2003 Japan GT Campionship/GT500 class (3UZ-FE) Engine Tuner : Toyota Technocraft･TRD |
 2003 Japan GT Campionship/GT500 class(3S-GTE) Engine Tuner : Toyota Technocraft･TRD |
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| Features of TRD engine parts |
| Cylinder head gaskets | Pistons |
| With technology fed back from the racing field, TRD has improved the seal and durability of our cylinder head gaskets by changing the material and optimizing the surface pressure distribution. Also, by changing their thickness, we have made it possible to obtain the ideal compression ratio for improved performance. |  Pistons born of racing engine development are designed to be used
only in NA engines. They are developed based on the need to withstand
high-rev loads to enable higher output, and so must be specially designed
down to details like materials, size, weight, and so on. |
| Piston rings |
 To decrease friction loss, improve tracking at high revs, and improve
the seal, we have changed the materials and size of the TRD piston
rings. The role of the piston rings is to seal in hot gases, regulate
the application of lubricant, and cool the piston. There are typically
three piston rings per piston. The two upper compression rings keep
the combustion chamber airtight while allowing the heat generated
by the piston to escape through the cylinder wall. The role of the
third - the oil ring - is to lubricate the cylinder walls by laying
down as thin an oil film as possible, while preventing extra oil from
penetrating the combustion chamber. |
| Connecting rod & crankshaft bearing |
 The metallic bearing lays down the correct oil film thickness on surfaces
where the journal and crankshaft pins are located, and absorbs the
heavy loads and shocks generated by the combustion stroke. To improve
durability, prevent burning, and improve corrosion performance, the
metal in the bearings used for TRD racing engines is machined to a
precision of 3/1000 mm thickness, in order to control material characteristics
and clearance with high accuracy. What's more, the scoring of an oil
groove in the crankshaft bearing ensures the right amount of lubrication
and reduces friction-induced increases in oil temperature.えます。 |
| Valve springs |
 A valve spring is a coil spring that provides the force to close the
valves, and to precisely control the timing at which the intake and
exhaust valves open and close. The performance of the valve spring
is critical in moving the valve faithfully along the cam profile.
If you increase the air inflow by tuning up the engine, the operating
angle of the cam widens, increasing lift. Increasing the cam lift
also increases the rate at which the valve spring contracts, causing
the cam and the valve spring to separate as the valve nears the highest
point on the cam. This leads to a phenomenon called valve jump. To
prevent valve jump, the valve spring materials and spring rate must
be changed to increase the closing force of the valve and improve
valve-cam tracking, or follow. However, if you simply increase the
closing force of the valve, more force is required for the cam to
force the valve down. This leads to friction loss and greater wear
on the cam. In TRD valve springs, the material has been changed and
the spring rate optimized to improve both cam-follow and durability. |
| Camshaft |
 The main qualities demanded of a camshaft are durability and stiffness
for maintaining the cam profile. The cam profile is also an important
factor in controlling engine characteristics during tuning. TRD has
made available an exciting line-up based on data fed back from both
domestic and international competition. Make your selection based
on what you plan to get out of tuning your engine. |
| Camshaft timing pulley |
| If you change the camshaft profile or if the engine tuning specifications change, you must also optimize valve timing. The TRD camshaft timing pulley can be used to optimize the overlap when the camshaft profile has been changed on the intake and exhaust sides. We have achieved enhanced durability by making it lighter than standard pulleys. |
| Valve timing |
 The valve timing is expressed in terms of the crank angle when the
intake and exhaust valves are fully opened or closed. The intake and
exhaust valves do not open and close at the topmost and bottommost
points; the intake valve opens before the topmost point is reached,
and closes after the bottommost point is reached. The exhaust valve
opens before the bottommost point is reached, and closes after the
topmost point is reached. This allows the valves to achieve greater
intake and exhaust efficiency through the inertial effects obtained
by opening early and closing late as compared to the position of the
pistons. This means that, from the end of the exhaust stage to the
beginning of the intake stage, there is a period when both the intake
and exhaust valves are open, which is called overlap. In the mid-rev
region, such an overlap acts to completely exhaust the gases while
increasing the efficiency of the intake mixture. The higher the engine
RPM, the greater the overlap that is needed to increase the efficiency
of the intake and exhaust system. |
| ■3S-GE (For ALTEZZA SXE10 only) ■2ZZ-GE |
■4A-G[20-valve] ■4A-G[16-valve] |
■4E-FE ■3S-G, 3S-GT (89.10-97.12) |
■7M-G, 2T-G |