'94 Supra 1JZ "Big" Single Build - BW S200SX

[Vintage91]

Hey there, just starting to get this 'build' off the ground as all of those wintertime-ordered parts have almost completed arriving. A Quick rundown:

-1994 Supra SZ (RHD), originally a 2JZ-GE Auto, now a 1JZ-GTE Auto;
-BHG last Fall, decided to go with a streetable daily driver single turbo conversion;
-Engine is Stock, Head is Stock, as are camshafts.
-Completion date goal: June 15, 2013!!! (EDIT)


My Parts List:

-Borg Warner/Airwerks S200SX-56 Turbocharger (T4 Flange, twin scroll, 1.22A/R Turbine)
**Factory 4.21" V-Band flange machined off, 3" V-Band welded on**
**Ported Turbine inlets to match T4 dimensions**

-Twin Tial MVS 38mm Wastegates
-Lots of extra 38mm Wastegate piping (intend to plumb dumps back in)
-3" DM Downpipe
-Twin Spal Electric Fans (OEM Clutch fan delete, oh my!)
-E-Bay Twin Scroll T4 Stainless tubular turbo manifold (Modified, rewelded)
-USDM MKIV 550cc/min injectors. (Freshly cleaned/tested)
-MKIV Injector Resistor pack
-SAFC-2
-New Denso OEM MKIV-TT Fuel Pump
-Fuelab FPR w/Gauge
-DM FPR kit
-PHR Radiator Cooling plate
-HKS SSQV-II BOV
-Greddy Profec B EBC
-Greddy Turbo Timer w/ HKS harness
-Turbosmart FCD-1
-3-pce DM Aluminum Pulley Kit
-Innovate wideband w/gauge
-Catchcan
-Dual Trans Coolers

-New 2JZ-GTE Head Gasket
-New Spark Plugs
-Timing Belt
-Various new seals, washers, gaskets, fittings, lines, filters.

I may be forgetting a few things, but will add them to the 'Master List' as I think of them or am queried. Since the car is already equipped with the 1J engine, and subsequently other aftermarket parts (HKS 3" Exhaust, FMIC etc), I'm going to omit those parts from my list as they are not part of this build. My goal here is to have a responsive turbocharged daily driver with dragstrip duties. I am doing the work myself (aside from the welding), and intend to 'tune' it to a respectable level before taking it to it's dyno tune session. As for power, I'm hoping to attain roughly 400-430WHP with this setup before having to modify my transmission any more. We'll shoot for 500 next year with this turbo and a built trans.

A few pics from the get-go:

Cleaned up head on the bench. No valvetrain work or mods this year.

Shiny stuff

Twin Tial MVS's

Factory alternator, fresh coat of paint and a Driftmotion pulley installed

Quick manifold/DP mock-up

Cut cut cut!!

So the exhaust manifold has(had) a pipe running off each one of the collectors then merging into one large wastegate flange. Well since I'll be running two gates to control my boost, I need to run a pipe from each collector with each terminating in an individual v-band flange. This pic also doesn't show the extra welding done to compliment the 'quality' factory welds...

Purple USDM 550 cc/min injectors installed in the rail on the lower manifold

I'll do my best to keep tossing up photos over the coming weeks (despite their mediocre quality) as soon as I do any work.

 

[hvyman]

Looks good.

But your completion date is 3 years in the past?

 

[miekedmr]

completion date GOAL. whose isn't at least 3 years in the past?

 

[Vintage91]

Haha! Agreed!!!....and edited....2010 indeed....

If I had loads of time to get it all done, this could all be done in a couple of weeks...kind of a spare time project at this point.

 

[Beals]

cool swap, I seen a 1jz/r154 sz supra for sale here in canada not too long ago. I'm guessing you kept the auto for drag racing though? looks like it will be a good build. I think you could easily make 400rwhp on a conservative tune.

 

[Vintage91]

cool swap, I seen a 1jz/r154 sz supra for sale here in canada not too long ago. I'm guessing you kept the auto for drag racing though? looks like it will be a good build. I think you could easily make 400rwhp on a conservative tune.

Thanks! I DID keep the Auto for drag racing and cruising purposes. Very aware of the power-handling capabilities of the A340 trans, so I'll likely stay Auto...Unless a Getrag appears on my back deck by chance...lol. And I am using a complete '91 Soarer drivetrain, the original N/A slushbox got turfed.

I would have liked to see that other swapped SZ, do you have any other info on it? Not too much info out there, but the actual swap is ridiculously simple. Splicing the 1J ECU/ Body harness into the new chassis harness was the most time consuming part.

I just want a tame, fun to drive, fun to tune, clean and reliable setup! More pics after the weekend.

 

[Beals]

Thanks! I DID keep the Auto for drag racing and cruising purposes. Very aware of the power-handling capabilities of the A340 trans, so I'll likely stay Auto...Unless a Getrag appears on my back deck by chance...lol. And I am using a complete '91 Soarer drivetrain, the original N/A slushbox got turfed.

I would have liked to see that other swapped SZ, do you have any other info on it? Not too much info out there, but the actual swap is ridiculously simple. Splicing the 1J ECU/ Body harness into the new chassis harness was the most time consuming part.

I just want a tame, fun to drive, fun to tune, clean and reliable setup! More pics after the weekend.

yeah well it's pretty much the same series motor just different displacement, turbos and body harness plugs. but it was just a kijiji ad, it must of sold now I can't find it. but it definately stands out.

 

[NecroCyde]

Single!! good job vintage, i really like what you have done with your car!

 

[Vintage91]

Been very busy with life! Stopping in for a progress picture dump!

Fuel system goodies. "Home-made" fuel damper bypass hose (Aeroquip 300PSI 3/8"), DM return line kit, Fuelab FPR, new Denso filter.

Dual Spal Fan Wiring. 2x30/40A pigtailed relays, two weathertight fuse holders, and an override switch for the cockpit. These are going on a small bracket located underneath the rad cooling plate they're currently displayed on!

Wiring up the dual Spal electric fans to eliminate the OEM clutch fan. These PULL a combined 3800cfm.

Trans cooler mounted in the R/F (driver's side... )

MKIV Supra OEM Injector resistor pack ready for wiring, just rearward of the L/F strut tower.

Splitting apart the main engine wiring loom to hunt down the injector wiring and factory splice points.

Found them! Just like the online sources stated, injectors 1&4, 2&5, and 3&6 are paired and spliced together to 3 feed wires.
These 3 feed wires then reduce to 1 feed wire which originate right from the ECU.
That single wire will now feed the white input wire on the resistor block, and the other resistor block wires are spliced onto the individual injector wires earlier exposed.
I know I could have used a 4-wire 7M resistor (or a variety of others) but the MKIV one just looks the part, and I got a better-than-great deal on it.

TURBOOOO! Borg Warner S200SX 7670. Purchased from AGP. First few seconds atop the manifold. Not clocked yet, obviously....

While I was waiting mocking some things up tooling around the car, I decided that the engine bay really needed a refresh. Paint was right out missing from the upper part of the wheel wells, and it all looked like ass. Scuffed (scrubbed) the bay with medium steel wool and scotchbrite pads, cleaned with alcohol, masked, and sprayed with 3 light coats of Duplicolor exact match auto spray paint (Superwhite II, 040).

Halfway....wow!

Done.

More progress to come in the following days as the wiring, intake manifold, fuel system get finished up. Still lots to do!

 

[Vintage91]

Single!! good job vintage, i really like what you have done with your car!

Thanks! I actually intend on moving to Calgary at the end of this Summer! Supra's coming too. We'll have to compare notes!

 

[Vintage91]

So I suck at build threads, as I don't seem to have the ability to take continual pics and post them to show actual progress.... haha!

I'm now one week past my completion goal date, but it's almost done, and I'm not discouraged by the delay yet. I still need to fit the wastegates and piping. The welding will be happening this week to get the manifold and WG dumps all tidied up. Maybe 10 wires left to connect and solder behind the dash as well.

Here's a current (slightly blurry, sorry) pic of the engine bay (Turbo, manifold, intake and piping just mocked up):

And another:

 

[Vintage91]

Some supplementary info:


Turbo Oil Feed Line: -3AN, Teflon, stainless braided, using forward-most OEM twin oil feed port. (Rear blocked off, soon to feed gauge)

Catch Can: Driftmotion, replaced babrbed fitting inlets with thread-in -8AN fittings. Used original Charcoal canister bracket to mount the can.

Valve cover breather lines: -8AN hydraulic crimped fittings, Teflon, Stainless braided, 90deg bungs in both valve covers, PCV deleted. (Joiner tube between covers remains)

Valve Covers: Painted, 5 coats VHT wrinkle black. Very impressed with this product.(previously powdercoated silver)

Intake: AEM Dryflow filter, HKS 3-4" aluminum reducer pipe( Came on my original 2JZ-GE)

 

[Beals]

how come you want twin wastegates for one turbo?

 

[Vintage91]

how come you want twin wastegates for one turbo?

From what I have come to understand from reading, reading, reasearching and speaking to actual people is basically this: Effectively and accurately controlling low boost levels with a large turbocharger is best accomplished with two small wastegates as opposed to one large gate. That's my paraphrase.

I don't really intend to run silly amounts of boost with the turbo, even though it's capable of flowing quite a bit. It's going to pretty much live it's life below 20 PSI at this point. Also, since I am maintaining the true 'twin scroll' setup with the divided flange/runners on my manifold, and the divided 1.22AR turbine housing, there will be one wastegate per side, and there should be plenty of flow and great response as well.

Not at all to say that one large gate couldn't get the job done, but dual wastegates appear to have some decent advantages for the boost control I'm looking for at the expense of some extra plumbing to contend with. I even think that the two Tial MVS 38mm wastegates was less $$$ than their large single offering. It'll also be a great conversation-starter. See? Haha! Oh, and cool as hell too. :naughty: Not to mention, if some day I decide to swap the BW S200 for a 300 frame with even more flow, I'll have plenty of wastegate to handle that too.

Of course I'll report back with my impressions once we're rolling!

 

[Vintage91]

UPDATE: It's Running!

Tials happily mocked up in place:

Dump tubes welded in place (They merge together into a 2.25" stainless pipe, then flow into the bottom of my DP) No screamers here.

Tight fit in here....RHD cars have a bit of a handicap when trying to cram this much hardware between the firewall, steering shaft and brake booster!

Finished product. Now for the shake-down and tuning!

What an ordeal getting to this point. It's great having a welder and a guy to operate it at your disposal(skilled and willing coworker! Thanks, Richard!). It took about 3 hours to get the wastegates integrated to their current configuration. Everything is quite precise, the flanges line up 99.9% perfectly, and I'm very happy.

Details:

-Ugh. The Ebay exhaust manifold. Bought from "WayFastRacer". What a piece of shit. I know you get what you pay for, so I'm not going to complain....But...the welds were crap and tiny as hell. Just aching to fail/break. The T4 turbo flange was not true. Not even close. Thought maybe a few thou...nope. Almost 1/8" corner to corner. Had to have it planed locally for an extra $80. It was covered in tooling marks (grinder?) which is why I had it checked.
The flange that mounts to the head was nice and straight. Too bad the holes for the exhaust studs were off, and more than one was drilled so close to the edge of the flange it could have been cut off with side cutters.
Not sure of other manifold designs, but the tubes were stainless, but the two flanges were not.
The wastegate piping looks like it was designed by boostcreep.com - not at all properly flowing, unless exhaust gas tends to change direction by 180 degrees. That was mostly fixed by eliminating the tubes entirely and angling new custom cut tubes to better access the manifold exhaust gas direction.

-Header wrap. I wrapped the #1 and 2 exhaust runners only to keep as much heat as possible from soaking the turbo compressor housing to death. Let it be said that I hate working with exhaust wrap. It's 1" stuff I bought from a buddy who had it left over. The DP is wrapped in 3" wrap I got from my local marine shop. The eagle-eyed (and I know you're out there) can see the exhaust leaking onto the dp wrap. V-Band wasn't snug enough, and has been rectified.

-The gold reflective stuff you see in the second photo is reflective heat tape made by DEi. The DP in this case is an unmodified downpipe from Driftmotion. It comes fairly close to the firewall/floor at it's final bend so I cut a square of the tape and adhered it in place. I may put a large square of it on the underside of the hood above the turbine housing as well until a buy a good turbo blanket.

-I said the DP was unmodified, but I had to eliminate the two o2 sensor bungs on the main vertical part of the DP to allow space for the WG dump tubes. I relocated one of them to location you can see in the last pic in this post.

-The blue couplers have gotta go. LOL. (My FMIC piping kit came with blue, so the bends I needed for the swap were purchased in blue, but I'm not a fan). So black ones will be ordered shortly. Not really a performance thing...

-The turbo choice: Very VERY happy. It spools very quick, feels like stock twins. Working on WG spring pressure alone right now (11.6PSI). Going to ramp that up to 18ish after a little more street tuning with the EBC. Boost threshold seems to be about the 3000 RPM mark; stab it to half throttle at 3K, and it hits 12psi almost immediately. Builds boost at 2K if not a bit less. Pleased. A bit deceiving with as turbine A/R of 1.22, but being twin scroll, it works.

-Electric fans: Fabulous. They definitely pull air. They suck my SAFC user's manual flat against the FMIC core as an example. I have a cockpit switch wired to the fan relays, as I didn't get a temp switch solution figured out. The OEM ECU temp sensor in the water neck (green connector two-prong) is actually a temp switch, and I may use that as a relay grounding source, but I'm not sure what temp it switches on at. Ah well. On the 'to-do' list now! BTW, the fans are both SPAL, and they are P/N 30301507(1250CFM), and 30102036(2360CFM) 3600+CFM. LOTS of flow. The larger of the fans JUST fits between the two rad upper and lower tanks, and the smaller one uses up the remainder of the rad surface space. No shroud at this point. If these prove not enough(not likely), then I will upgrade to a same-sized SPAL combo which will pull 4700+ CFM.


Any questions or comments, feel free! I'm still in a battle with my AFRs and my SAFCII. Having issues with bogging while accelerating hard from a stop. Hope to get that sorted soon, still learning, then more boost!

 

[suspectsupra]

nice build.....any vids....

 

[Vintage91]

nice build.....any vids....

thanks, and not yet! There will be.

 

[suspectsupra]

updates?

 

[Vintage91]

Updates yes! Sorry for the hiatus, I've been so busy with life and such...you all know what I mean.


Notable notes:

-The Supra is running well, and drives great!

-I've since swapped out the 11.6psi springs for the 1 bar (14.7 psi) springs. (Wastegate removal and spring swap takes about an hour, but is still a PITA)

-The 11.6 PSI springs put the boost up to a predictable and steady, non-spiking 15 PSI. The 14.7 PSI springs have increased boost to about 18.5psi. I believe this may be a phenomenon of applying one pressure signal split into the two gates, and I do not attribute it to 'boost creep', as is rises quickly to the 18.5 lbs and stays right there with no spikes of any sort. Gates are working perfectly.

-There is an issue with my EBC, and I cannot get the solenoid to respond to the controller's settings, hence me swapping out the springs to the heavier ones to run solely on spring pressure.

-I am running RIIIIICCCCHHHH. I cannot pull enough fuel out with the SAFC. To the SAFC people, I have -50% correction across the board, and am still running 9.0- 9.3 AFR at WOT. Gross.

-I have adjusted (lowered) my base fuel pressure with the my FPR to 18PSI in an attempt the curtail the over fuelling. It helped, as I am no longer in the HIGH 8 AFR's....lord the soot....

-I will be replacing the SAFC as soon as time allows with something else, and fully intend to go with a standalone in the coming year. I really just wanted the SAFC to get the car mobile. But now I want more. MOAR.

-I took a trip down the drag strip, and netted a 13.09 @ 109.5MPH in the 1/4 mile (2.2 sec 60'), solid 9.1 AFRs all the way down. :3d_frown: (Regular street trim, street tires at normal 34 PSI) It pulls hard and keeps pulling hard. It has almost an airplane jet type whine to it....I have a vid here somewhere. Kinda nutty. I love it. There is more lag compared to the twins, there's no getting around it, but it just comes online so quickly and the wastegates slam open before you know it. At this boost level the turbo's just getting started. With actual proper fuel and timing control, I'm confident the S200SX 7670 would be the highest performing, most overlooked and inexpensive single turbo option available for the 500HP power area and I intend to prove it. :naughty:

-The exhaust tone hasn't really changed a whole lot from when I had the stock twins, but there is a bit more of an aggressiveness higher in the RPM range. (3" DP, 3" Midpipe, HKS Hi Power)

-It idles and cruises at AFRs of about 14.2-15.2, which is great, but no one's impressed when a Supra idles. lol

-This turbocharger, IMO, is fantastic, and is a great fit for the 1JZ. It hauls ass, and it's just constant power all the way to redline. Even with it running at such an suboptimal air fuel ratio, it's still very impressive. Am I repeating myself?

-The electric fan combo works perfectly. It keeps the temp gauge ALWAYS below half, and usually at the 1/4-1/3 mark. I do not have an aftermarket coolant temp gauge at the moment. It's on the list. I am using the original radiator, no thermostat and the two Spal fans. Still using the integrated ATF cooler as well in conjunction with the external ATF cooler. I DO know with the stock twins I could get that temp gauge pretty high, but a few things have changed since then to help: (using 2JZ-GTE head gasket with some larger coolant passage holes, no water-cooled turbos any longer, and just a less-cramped engine bay)

-There's been some debate or uncertainty online about the 1JZ's pre-programmed boost/fuel cut and if the SAFC can act as an eliminator as such. The answer is yes. The original OEM Soarer setup had the fuel cut at about 14.5PSI. It was a brick wall. Not at all anymore. Though if I extract more power, I'm going to need a speed cut defender. Pretty sure 110MPH is the JDM cutoff with this ECU.

-Using Mobil1 Synthetic 15W50 with OEM filter.


That's is for now...I'll toss more info/observations up as more time goes on or as requested! I'll see about the video.

 

[Prism11]

Glad to see the the Borg Warner is working good for you. I picked up a S366 for my 7M build. Cant argue with a $600 price tag that put down the same power as a 1500 alternate.
I feel the Borg's are overlooked too often, not too many people on hear seem to be using them, they typically go with the holsets.