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earlier i posted about having a 20r in my truck and a 22r just sitting in my Dad's shop. some of yall said i should think about a 20r 22r hybrid to make them V8's piss themselves lol and its been on my mind all day at school. if i do it i would put a 20r head and intake manifold on a 22r block for higher compression and the 20r intake manifold from the carb is a good bit wider than the 22r manifold if im right?? but would i have to get stronger rods to keep them from warping from the increased compression and i dont think id have to forge the bottom end but correct me if im wrong because iv heard of them but never really payed any attention to em. does anyone got one of these hybrids, if you do how does it perform as a DD/Weekend trail rig? Thanks
those are pretty sick. i imagine they drive pretty good off road to right?
In 1985 Toysport raced a 22RE Toyota Celica GTS in the Macao Grand Prix. The original plan was to use an 18RG, but since the vehicle had US serial #'s (from Toyota Motorsport) we were forced to use the U.S. engine the 22RE! To the entertainment of the other Toyota Teams from Japan, we qualified at the last minute, in the last half of the grid. The other Celicas (with their Twin Cams) were all in the top 6 positions. At the finish the Toysport Celica placed 3rd- behind 2 BMW Motorsport prepared 6 cylinder BMWs! This is the highest finish achieved by the 22RE in international racing competition.From 1984 to 1989 Toysport prepared a Spec-Engine for SCORE / HDRA Toyota private entrants. The winnings from the Toyota Contingency Program testify to the racing capability of the set-up. The engine package kit is still available, as complete engines. This set-up won National Championships for Toyota in Class 7 and Class 7 4WD. The carbureted engines developed 185-195 HP, but consistently out ran the 239-240 HP Ford engines in the same class. The secret is in the torquey characteristics of the power band. The limiting factor of this engine is also its strongest point. The long stroke limits RPM capability to about 6200 maximum, but the bottom end will take a lot of abuse. The crankshaft is forged.
Modifying the 20R / 22R / 22RE / 22RTE EnginesBLOCK: The best set-up is achieved by starting with a 20R head and a 22R early block. This allows the use of the twin-row timing chains- over the late model single-chain type. Boring the 20R to 92mm is possible but some castings will develop bubbles in the bores that eventually clean up at 92mm. The high compression pistons for the 20R / 22R are forged. The stock early 22RE piston (full crown type) can also be used under the 20R head but the block and deck must not have more than .5mm cut, if used with big valves.The 20R / 22R early and 22RE late model, responds well to high compression pistons. The rods can be prepped by stress relieving and shot-peening. The crankshaft oil galleys may be chamfered. High Tensile bolts can be upgraded to ARP- main, rods, and head bolts or stud kits.The early and late style blocks have different engine mounting bosses, so interchangeability of late block to early chassis and vice versa may come up. Some early and late blocks have provisions for both. Really early and really late blocks do not have these provisions. When preparing an engine, make sure that the block has the correct mounting boss- or else you will have to deal with modifying them mounts.The 22RTE with forged pistons will survive 25 lbs! A metal head gasket is required.
CYLINDER HEAD: It is mandatory to port all the heads. Big valves are also necessary to achieve and maximize the flow. Avoid cutting more than .50mm since valve clearance may be a problem with some piston combinations. Tri-Y headers work the best because they complement the wide torque band of these engines. If you are converting into the 20R head make sure that the 20R head has provisions for power steering (if you have power steering).The choice in camshafts from many sources, must be carefully considered. High lift and long duration cams may affect the rocker arm geometry (and oil spraying function of the oil feed). Unless you take the time to ensure that the rocker arms are repositioned correctly (modifying the rocker assembly) do not even attempt. The long stroke / low RPM design of the engine dictates very mild cam lift and duration. You cannot redesign an engine with camshafts! Mild cams up to about 280 duration will work with the EFI with some adjustments to the AFM (air flow meter).Stiffer valve springs are a safeguard from valve-float, but will not enhance performance since the best cam profiles will run fine with stock valve springs. An adjustable camshaft gear will allow the most accurate setting (remember that a Celica is totally different from a 4WD Pick-up).There are no TwinCam heads available for these engines.The 22RTE head chambers can be opened to lower compression and increase the flow. Big valves should also be considered, but not obligatory since this is forced induction.
Hey Coyote what cam were you using anyway? The reason I ask is that you seemed pretty happy with your setup so it must be pretty good. I am probably going with the hybrid setup on my '80 in a year or so when I rebuild. I ended up with an '81 22r laying in my garage and the truck has a good 20r so I might as well...
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