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Lately, if there's a way to scream unoriginal and uninspiring, it's by putting an LSx in an import. I'm so sick of it at this point.. they're great motors, but when the majority of v8s I see in imports are from GM, especially in Toyotas and Nissans (VH/VK/UZ available and worthy), I've come to...

It's more like a neo aluminum block vvti 1J, per cylinder bank.. but it really shares zero in common as far as what I can tell. Toyota needs to follow BMWs way and make a sleeved aluminum block 3.5L, turbo I6 (3JZ).

^ modded out for sure, but still.. a mk3 would likely need a lot less work than a subcompact.

I don't think some understand just how expensive that motor truly is.. Orido's putting one in an 86, but he not only has hook-ups, he is a factory Toyota/TRD driver. Partial engine assembly from Toyota is 23k.. just imagine the 1LR-GUE LF-A motor.

use stainless :squint:

mine rusted out from not putting high enough up on the list of priorities, so I bought a mint '91 hatch to swap in.

I'll be converting to e85 before I go for anything above ~500.. we have it at a local station, and it's getting more widespread across FL.

that's the real deal.

I'll agree in regards to the U.S., but on a worldwide scale the 1JZGTE was produced in more chassis for a longer period of time.. The 2JZGTE was only available in 3 chassis/2 models in its lifetime, the JZS147/JZS161 Aristo 93-05 (Japan only) and JZA80 Supra Turbo 93-02 (93-98 U.S.). The 1J was...

I believe it's for LHD only.. an acquaintance of mine told me about it, $$$$ though.

yeah, I was gonna say that there a quite a few reports from around the world (U.S. included) of 800rwhp+ at this point.. sooner or later, the 1J will get the respect it deserves as far as all out power. I've always found it interesting (though logical) that because the 2J makes power easier...

actually, there is a company that does, and the best part is that it is modified for racing use.. :D

like I said on another forum, that takes Toyota's cockpit design to the next level.. great work indeed.

Because custom valved Konis are: cheaper, more widely available, same quality, and more folks work on them. make sense? I originally wanted Bilsteins (that inner Toyota purist part of me) until I inquired at several rally shops about rebuilding my coilovers, and that answer was the same one I...

Agreed, and yeah there are a few that run none.. I was listening the other day, and a few of my buddies were saying Chris Forsberg was experimenting for a while (I guess) with different sways/ no sway.

264 vs smallcore 272 debate.. IMO, it's not an argument at all, 272 or stay stock. After seeing some real world results and some dyno sheets, I'm convinced the 272s don't kill the low end as much as folks think. Again though, this was on a few various 2Js, so there is an obvious difference in...

I think I've just been around too many Formula D and Le Mans teams lol.. They make fun of the crazy springrates method all the time. But take into account that they also say some body roll isn't a bad thing :shrug:

yeah, 16/10 or 16/12 would be ideal for someone wanting a dual purpose street car.. even for strictly track, that would be best most likely; I disagree with *some* "track" coilovers at 18/14 (seems as though they're trying to fight body roll with stiffness instead of sway bars).

12/8 spring rates are weak for a mk3.. GL with that. I have 14/10 IIRC, and it's soft IMO.

I dunno, after talking with some high HP Supra owners and tuners alike, I've come to the consensus that 264s are a waste of time. These tuners, some of the best on the East Coast, told me with the utmost confidence that they can make useable power nearly the same as the 264 (if not the same)...