WASHINGTON — Toyota says it has resumed sales of the 2010 Lexus GX 460 and the software fix to repair the vehicle stability control system is now available at dealerships.
Toyota recalled nearly 10,000 Lexus SUVs last week because of possible rollover dangers. The announcement Thursday came after Consumer Reports issued a rare "Don't Buy" rating over concerns the vehicle could flip in tight turns.
Lexus Group Vice President Mark Templin says dealers began contacting owners Wednesday to schedule the software update. He says the automaker is confident the changes will make the performance of the GX better for customers.
Thursday, May 6, 2010
Eclipse and Supra – world stars
For those who love cars, customizing and racing are a way of life. Some dedicated performance enthusiasts, however, are putting their cars, their buddies and their lives on the line by street racing. This sport is a type of racing that has drawn national attention due to the movies “The Fast and the Furious” and “2 Fast 2 Furious”. It is not a new thing. Over the years, speeds have increased and with the advent of cell phones and GPS systems, so has the technology that’s why the trend continues to grow. Movies like The Fast and The Furious have helped to spread the virtues of street racing where we can see the guys who have a passion for cars. It’s not a bad thing. It’s rather an exciting sport that requires training, discipline and skill. When Universal Pictures launched The Fast and the Furious into the 2001 summer movie season, most of the viewers said: now we have two new stars: Mitsubishi’s Lancer Evolution VII and Eclipse Spyder, the ‘hero cars’ of the film. The street racing was getting a lot of press attention, the popularity of the modified import cars was exploding, and that was amazing. Mitsubishi’s starring role in 2 Fast 2 Furious was seen in the industry as marketing genius because created a renewed interest in the Eclipse as a tuner model. The same situation was in Toyota’s industry, when in the Spring of 2000, Toyota Supra was spotted by recruiters for Universal Pictures and was selected to be the primary car for the upcoming blockbuster. They rented the car and began to alter its appearance for an even more aggressive look. Lamborghini orange paint was applied (the only car in the movie to receive an actual high-quality paint job), as was a new Bomex body kit. New 19″ wheels were added, as well as a new rear wing, a new TRD hood and some one-off Troy Lee graphics. The studio then set out to build 5 cosmetic replicas, shown in various stages of completion, all designed to replicate this original.
Director Rob Cohen wanted to make a movie with lots of souped up cars going really fast, and in those terms, he succeeded. Races at night, races during the day, races in the city, the desert, and abandoned business districts in Los Angeles. Eclipses, Supras, Civics, Maximas, and all other sorts of tricked out import cars fly across the screen.
After the movie the show was just begin. Anyone who has seen the movie wanted to change his car or buy the new one – Mitsubishi Eclipse. The street racing getting popularity. Eclipses and Supras become the most popular cars in the world and young toughs no longer shouted “My Chevy can beat your Ford.” Allegiance and passion had moved to Mitsubishi, Toyo and Honda. The Lifestyle of the Fast and the Furious was a world of attitude fueled by nitrous tanks and hot passion for the high-octane excitement of street racing.
Director Rob Cohen wanted to make a movie with lots of souped up cars going really fast, and in those terms, he succeeded. Races at night, races during the day, races in the city, the desert, and abandoned business districts in Los Angeles. Eclipses, Supras, Civics, Maximas, and all other sorts of tricked out import cars fly across the screen.
After the movie the show was just begin. Anyone who has seen the movie wanted to change his car or buy the new one – Mitsubishi Eclipse. The street racing getting popularity. Eclipses and Supras become the most popular cars in the world and young toughs no longer shouted “My Chevy can beat your Ford.” Allegiance and passion had moved to Mitsubishi, Toyo and Honda. The Lifestyle of the Fast and the Furious was a world of attitude fueled by nitrous tanks and hot passion for the high-octane excitement of street racing.
Toyota March Sales Up 26.3% in 2010
Crisis-hit automaker Toyota on Monday said global sales surged 26.3 percent year-on-year in March, despite millions of safety recalls worldwide.
The Toyota group, which includes brands Daihatsu and Hino trucks, said it sold 876,126 vehicles in March, up from 693,759 a year earlier, spokesman Paul Nolasco said.
Also in March, Toyota said global production jumped 82.2 percent to 860,534 units compared to a year ago, when the industry was in the grip of the global economic crisis.
The beleaguered carmaker has recalled around ten million vehicles worldwide in recent months due to a series of accelerator and brake defects.
In the latest blow, it was downgraded by ratings agency Moody's over the impact of mass recalls on the company's future profitability.
Toyota recently widened a recall of two sports utility vehicles -- the Lexus GX 460 and some models of the Land Cruiser Prado -- to 34,000 units worldwide over stability problems.
Last week the company agreed to pay a 16.4-million-dollar fine, the largest for an automaker in the United States, for hiding for at least four months accelerator pedal defects blamed in more than 50 US deaths.
The Toyota group, which includes brands Daihatsu and Hino trucks, said it sold 876,126 vehicles in March, up from 693,759 a year earlier, spokesman Paul Nolasco said.
Also in March, Toyota said global production jumped 82.2 percent to 860,534 units compared to a year ago, when the industry was in the grip of the global economic crisis.
The beleaguered carmaker has recalled around ten million vehicles worldwide in recent months due to a series of accelerator and brake defects.
In the latest blow, it was downgraded by ratings agency Moody's over the impact of mass recalls on the company's future profitability.
Toyota recently widened a recall of two sports utility vehicles -- the Lexus GX 460 and some models of the Land Cruiser Prado -- to 34,000 units worldwide over stability problems.
Last week the company agreed to pay a 16.4-million-dollar fine, the largest for an automaker in the United States, for hiding for at least four months accelerator pedal defects blamed in more than 50 US deaths.
The Powerhouse Well Recognized Car The Toyota Supra
The Toyota Supra is a well-known sports car . the Furious in popular racing video games like Gran Turismo.which has come out in renowned action movies likes very fast.
Despite its well known branding, Toyota stopped production of the Supra due to lagging sales in the high performance car market.
Toyota made the Supra model starting in 1979 and through 2002. Initially Toyota named the Supra the Celica Supra due to its similarity with that model’s signature lift back style, despite being wider and longer. The engine in the Toyota Supra is much more powerful and thrilling.
The design of the Toyota Supra is to be as tough as a racing car, it’s a very comfortable high speed two door sports car. Toyota Supra tremendously powerful car provides its users troble free and ease. Toyota is proud to announce that it’s Supra has made three firsts in the Toyota industry: it’s electronically fuel injected and has both a turbo charged engine and antilock brakes.
The final Supra model that Toyota produced was also a two door hatch back with rear wheel drive and a distinctive curvy body design with a long sloped hood. A power of up to 220 horsepower and a torque of 215 pound per feet can be generated by its 3 liter inline-6 engine . You can get 315 foot pounds of torque and 320 horse power out of your Toyota Supra with the available three liter twin turbo charged six cylinder engine. The Toyota Supra is also being offered with either a five-speed manual or a four-speed automatic.
The toyota Supra has many other details, like leather trim, automated climate control, seventeen inch aluminum wheels, sport tuned suspension and high tech hollow carpet fibers.
Despite its well known branding, Toyota stopped production of the Supra due to lagging sales in the high performance car market.
Toyota made the Supra model starting in 1979 and through 2002. Initially Toyota named the Supra the Celica Supra due to its similarity with that model’s signature lift back style, despite being wider and longer. The engine in the Toyota Supra is much more powerful and thrilling.
The design of the Toyota Supra is to be as tough as a racing car, it’s a very comfortable high speed two door sports car. Toyota Supra tremendously powerful car provides its users troble free and ease. Toyota is proud to announce that it’s Supra has made three firsts in the Toyota industry: it’s electronically fuel injected and has both a turbo charged engine and antilock brakes.
The final Supra model that Toyota produced was also a two door hatch back with rear wheel drive and a distinctive curvy body design with a long sloped hood. A power of up to 220 horsepower and a torque of 215 pound per feet can be generated by its 3 liter inline-6 engine . You can get 315 foot pounds of torque and 320 horse power out of your Toyota Supra with the available three liter twin turbo charged six cylinder engine. The Toyota Supra is also being offered with either a five-speed manual or a four-speed automatic.
The toyota Supra has many other details, like leather trim, automated climate control, seventeen inch aluminum wheels, sport tuned suspension and high tech hollow carpet fibers.
FAQ on Modifying the Toyota Supra
What does BPU(TM) stand for? (BPU(TM) is a trademark of SupraStore.com)
Basic Performance Upgrades. These modifications are: A full length three inch down-pipe (with or with-out high flow cats), 3″ (75mm) or bigger cat-back exhaust system, raised boost (18psi), and the required boost cut eliminator (GReddy BCC) needed to achieve that boost without activating the factory fuel cut-off at 14-15psi. These are the modifications that have proven to provide the best HP-to-$$$ ratio.
What does the + mean when someone says BPU(TM)+? And what is APU?
That stands for any additional power producing modifications other than the basic BPU(TM) modifications. One “+” refers to Adj. Cam Gears and under-drive pulleys, the second “+” refers to a Fuel controller, ECU upgrade, etc. For instance, a Supra with the BPU(TM) modifications, plus a front-mount intercooler, would be called BPU(TM)+. If you added cam gears to that, it would be BPU(TM)++, and so on. The “BPU(TM)” term is used until you have an upgraded turbo(s). Then it is referred to as APU, advanced performance upgrades. This designation pretty much covers every modification that can be performed.
What are the first engine modifications I should perform?
I recommend starting with raising the boost of the stock turbos to roughly 18psi. This will require a quality boost gauge and a boost cut eliminator (GReddy BCC). You will achieve 15 or so PSI with the stock Down Pipe in place. This will provide an addition of approximately 30rwhp. After those modifications are completed, it would be a logical next step to install the Down Pipe and Cat-Back Exhaust at the same time. You will now be at full BPU(TM).
What do all the various “Free Mods” do?
There are many different “free mods” for the Supra TT. I will cover just a few of them here. The ones I will cover fall into three categories, boost control, EGR disabling, and TTC or True Twin Conversion.
Three of the boost control mods are: Bleeder-T Mod, Clamp Mod, and the VSV Bypass Mod. Each of these modifications raise boost levels without the use of a boost controller. But you have to keep a close eye on your boost gauge, and make sure they are not allowing the turbos to boost too high (18psi is a safe level).
The next mods, are the true twin conversion mods (or TTC). This modification disables the Sequential twin turbo operation, and causes the turbos to run constantly in parallel (both on at the same time). This is supposed to allow for slightly better mid-range power (before the secondary turbo would normally come online) and allows for a smoother power band, without the abrupt boost increase caused by the transition from primary to secondary operation. However, this does noticeably decrease low-end power, and increases exhaust noise levels, and therefore may not be desirable on the street. Two types of the TTC mod are, the traditional TTC mod which includes 2 methods, wiring the actuators, or installing a one way valve, and the Electronic TTC mod (ETTC).
The last mod I will discuss is the EGR mod. This disables the Exhaust Gas Recirculation system, which is meant for emissions, and therefore, this modification is for off-road use only. This mod is supposed to prevent the super heating of the number 5 and 6 cylinders, which may cause burnt valves.
How much power will my car make at BPU(TM)?
It varies from car-to-car, and the conditions as well as tuning. Most BPU(TM)-only Supra Twin Turbos, dyno between 370 and 410 horsepower at the rear wheels. This is usually achieved with moderate temperatures, a reset ECU (to erase anything bad the ECU may have learned), and often a little bit of high-octane un-leaded race fuel. On the street, power will be reduced, especially in poor weather, but at least 90 percent of the power should be retained.
What kind of 1/4 mile ETs and trap speeds should I run at BPU(TM)-only?
It varies WIDELY depending on driver skill. As well as track conditions, elevation above sea level, ambient temperatures, humidity, and pre-race preparation. But most fall between 12.3 to 12.9 ets with 112 to 119mph trap speeds on street tires. Times can drop well into the 11s with drag radials, a good driver, and good conditions, as well as proper pre-race preparation.
What is a BPU(TM)’d Supra TT’s top speed?
Speeds in the mid-high 180mph range should be achievable. Once the speed-limiter is disabled, by pulling the “TRAC” fuse of course.
Will the life of my Engine and Drivetrain be adversely affected with the BPU(TM) mods?
Yes, but not by a significant amount. If the car is maintained properly, and the car is treated with some respect for the components, you should maintain much of the power train’s life. Which considering the fact that the Supra is by far one of the most reliable and durable sports cars, it will last longer than most well maintained STOCK sports cars. The only Drivetrain components that will see a significantly shortened life will be the stock clutch. It will more than likely not last much longer than 8-10k miles once at BPU(TM). This especially holds true if the car is making repeated high speed runs using 5th and 6th gear at wide open throttle. If your stock clutch has high mileage on it, or is already starting to slip, you will need to plan on a new high-performance clutch. Also the stock turbos will be subject to a somewhat shortened life span (how short will depend on how you drive and maintain the car, as well as how much boost you will run)
What’s the reliability of a 600hp Supra Turbo?
Chassis, electrical, and suspension components should see little effect on reliability on street driven Supras. The stock 2JZ-GTE engine should hold up pretty well to this power level. Just how long depends on maintenance, and how hard you drive it, and how often. But typically Supras can go for years at this power level. The transmission reliability will depend on whether it’s an Automatic or Manual. A stock automatic will not hold this much power, a built transmission will be required, and it’s reliability will depend on it’s design and construction. The 6spd Manual should hold up just fine, as well as the rear differential and axles.
The only real reliability concerns at these low power levels would surround the actual modifications you perform. Excluding installation short-comings, the components utilized, even very high quality ones, may fall short of factory component reliability, as the built in compromises that exist in everything, would lean more towards the side of ultimate performance, than of ultimate reliability (Keep in mind we are talking about a Toyota here, whose reliabilty standards are exceptionally high) This may include fuel system components, turbo components, and especialy electronic wizardry. Basically a set-up that is either VERY well concieved, or utilizes OE components as much as possible, without over burdening them, would posses *near* stock reliability. And tuning of the components, and component selection, and matching, would play a HUGE role in this.
What are the power limits of the various factory components (Differential, Transmission, Motor, etc.)?
There have really not been enough failures to really pin point a limit for the various power-train components. The motor could fail at factory power levels if it was running dangerously lean. But when well tuned, the motors internals (Pistons, Rods, Crank, Head Gasket etc) are reliable to 700rwhp. But of course at these power levels, if the engine is not set-up and tuned properly, it is literally a bomb waiting to go off, however this would be just as true with a built motor. Some owners have pushed their stock internals to the limit and have well exceeded 800rwhp, and even approached 900rwhp. I still don’t understand how such an over built motor made it past the bean counters at Toyota Corporate.
The 6-speed Getrag is ridiculously strong for an OE transmission. Its limit’s will be affected greatly by driving technique, such as launching, and whether or not power shifting is used. Even driven hard, the Getrag should hold up reasonably well with 700RWHP. If you treat it with some respect, it should be able to handle around 800RWHP or more, although great care and respect will need to be practiced at those levels.
Differential, axle, CV Joint, and drive shaft failures are a VERY rare occurrence. So I don’t have much info on their failure limits. On street tires, it would be almost impossible to break any of these components at ANY power level. The tires would spin before they would put the driveline under that kind of strain. The tires act sort of like a circuit breaker. If you run drag slicks, this does not hold true of course, yet they have proven themselves to be 10 and even 9 second capable.
Will drivability, interior noise levels, and low-end power be adversely affected with the BPU(TM) mods?
Drivability is not adversely affected. Interior noise level depends on the exhaust system you choose. Some will make it far louder; some will actually make it quieter. But most are just a little bit louder than stock. But the added dBs are also combined with a MUCH sweeter exhaust note, so it’s definitely worth it. And the interior of the Supra is pretty quiet anyway, so on the highway, it will be VERY livable. As far as low-end power goes, the down-pipe will greatly decrease Turbo Lag. So low-end power and response is much improved over stock.
Will emissions be adversely affected by the BPU(TM) mods?
As long as a high-flow cat is used, emissions should not be effected, and you should still pass visual inspection. If you run without catalytic converters, you are doing so at your own risk, and you would not pass visual or emissions testing.
Will fuel mileage be adversely affected by the BPU(TM) mods?
If driven calmly, as in light throttle, mileage should not be significantly affected. Mileage will greatly decrease during however, if you drive “vigorously”, more power equals more burned fuel I am afraid.
Should I install an “Intake” (Open Element Filter)?
This is a bit of a yes and no answer. The stock filter assembly is a flow restriction, and an open element intake would increase potential flow. However, it will also draw in more heated engine compartment air, which can hurt performance. My advice is to either modify the stock filter box, or install a cool air induction box, like the Max Air. An added bonus of the open element filters, is that they allow you to easily hear the primary turbo and by-pass valve.
What about the stock intercooler?
The stock intercooler does a decent job up till about 17psi on the stock turbos, after that you would probably notice a significant gain, especially in warmer temperatures, with a nice front mount intercooler. However, keep in mind it will block some of the airflow to the radiator, as well as decreasing response slightly.
Should I replace the factory rubber Intercooler hoses with aftermarket metal hoses?
It wouldn’t hurt. But it won’t help a lot either. At the most you may slightly increase throttle response, but at least it will look nicer.
What about the fuel system, are the stock injectors and fuel pump large enough for BPU(TM)?
Yes, the stock fuel system is very safe and reliable to 450RWHP, although I would recommend a fuel pulsation damper bypass. Anything over that, and I would highly recommend having the car dyno’d, and using a wide-band O2 sensor (not a cheap A/F gauge connected to the stock O2) to check the fuel ratio at your high boost setting. 11.5:1 would be a safe fuel ratio.
What are the stock injectors rated at?
540cc/min
Would the Supra benefit from a fuel controller?
BPU(TM)’d Supras run a little on the rich side as far as fuel ratios go. This hurts power. What it does do is provide a safety margin that makes engine damage through detonation unlikely. If you get a fuel controller, and tune it properly (on a dyno, with an accurate EGT gauge, and a high band O2 (The Stock O2 sensors are not accurate), then you should be able to gain a noticeable amount of power. One of the most popular electronic fuel controllers is the A’PEXi S-AFC. The Fields SFC is good too.
What should I use to increase my boost level, an Electronic Boost Controller, or a Manual BC?
Using an EBC is the safest way to raise boost, it will prevent spiking and over-boosting. But it really comes down to your budget. If you can afford an EBC, get one. If you can’t, go with a MBC. And always keep an eye on that boost gauge. And whatever you are using to control boost, remember to not get carried away, I don’t recommend going regularly over 18psi.
What is the best Electronic Boost Controller?
There really is no BEST. Although the A’PEXi AVC-R is a nice unit, it provides much more control over boost than other EBCs, but it is also more complex to install, and tune. The new Blitz unit is also nice. Most of the large manufacturers make decent units. Just avoid fuzzy-logic equipped models if you still have the sequential stock turbos, they will become “confused” by the unnatural behavior of the sequential system.
When installing my EBC, do I connect it to both of the Turbo’s Wastegates?
The Primary Turbo is the only one with a wastegate. When in full twin turbo mode, the boost of both Turbos is regulated by the primary turbo’s wastegate. So, only connect it to the Primary’s.
Some people say I need to replace my ECU with a reprogrammed one, instead of just using a boost controller. Do I?
Reprogrammed ECUs for the Supra TT are VERY $$$. They are in the $1200 range. And they have not been proven to provide a significant increase in performance or safety on BPU(TM) level cars. Their merit shows itself on cars with upgraded Turbo(s). Just be sure you buy your ECU, or have it reprogrammed by a reputable shop that knows what they are doing. And have it tailored to your particular car (Driving habits, and Mods). And I would also recommend taking a look at the AEM Programmable system.
What is a safe boost level to run at BPU(TM)?
The general consensus is 17-18psi. Some people have taken it higher, but I don’t recommend it if you don’t have the money for a turbo replacement/upgrade.
Which Down-Pipe is recommended?
The RMM (or Rod Millen Motorsports) Cat-less Downpipe is the most commonly used. However many other brands exist. Some down-pipes, such as the Random Technology DP, feature an emissions legal high-flow catalytic converter.
Will a high-flow cat hurt performance?
It will have some effect on power output, but not a lot. Its exact effect on HP is not clear, but it probably costs a few hp at the most, maybe 5-15hp at BPU(TM) power levels.
What is a Down-Pipe?
It is the section of the exhaust system that connects the outlet of the Turbocharger’s Turbine section to the “Cat-Back” exhaust system. The Downpipe is also where the two catalytic converters are located, as well as the O2 sensor (or sensors in OBD-II cars).
I have an OBD2 car. Can I still install a Down-Pipe?
Yes. But unless the DP has a Catalyst and a second location for an O2 sensor, you will trip your check engine light, unless you get one of those O2 “black boxes”.
Which Exhausts are the loudest?
The Tanabe Racing Medallion, and HKS Hiper Titanium seem to be the two loudest systems.
Which Exhausts are the quietest?
The Tanabe Hyper Medallion, the discontinued Tanabe G-Power Medallion and the GReddy (SP) Street Performance seem to be the quietest. At anything less than full throttle, they are no louder than stock. But at full throttle they seem to “wake up” a bit.
What are some recommended exhaust systems?
It depends on your personal preferences. Below I will break down some of my recommendations based on certain combinations of preferences.
Subtle Styling / Very Low Cost:
-Random Technology (75mm, full stainless steel)
Subtle Styling / Low Sound Level / Moderate Cost:
-GReddy Street Performance (80mm)
-Tanabe Super Hyper Medallion (80mm, full stainless steel, 50-state legal)
Subtle Styling / Moderate Sound Level / Moderate Cost:
-ATR (75mm, full stainless steel)
Tasteful Styling / Low-Moderate Sound Level / Low Cost:
-HKS Dragger II (85mm)
Tasteful Styling / Low-Moderate Sound Level / Moderate Cost:
-GReddy Power Extreme (80-94mm)
-HKS Super Dragger (95mm)
Tasteful Appearance / Moderate Sound Level / High Cost / Super Light:
-Veilside Tear Drop Titanium (90mm, full titanium)
Tasteful-Wild Styling / Low Sound Level / Moderate Cost:
-TRD 2nd gen.
Wild Styling / Moderate Sound Level / Low Cost:
-A’PEXi N1
-HKS Hiper (75mm)
Wild Styling / Moderate Sound Level / Moderate Cost:
-A’PEXi GT Spec (95mm, full stainless steel)
-Blitz NUR Spec (80mm, full stainless steel)
-HKS Hiper Carbon/Titanium (75mm, CF wrapped muffler, titanium tip)
Wild Styling / High Sound Level / Moderate Cost:
-Tanabe Racing Medallion (80mm, 50 state legal)
Wild Styling / High Sound Level / High Cost / High Flow:
-HKS Hiper Titanium (104mm, titanium muffler)
What is the cheapest route to replacing the DP and Cat-Back?
Have a custom performance exhaust shop fabricate a complete 3″ exhaust system (Turbo-to-Tip). It should cost well less that $400. And then you can use the muffler and exhaust tip of your choice.
Which Fuel Cut Eliminator is recommended?
The GReddy BCC (Boost Cut Controller) is highly recommended.
What does the Fuel Cut Eliminator do?
The factory ECU is programmed to activate a fuel cut if the manifold pressure exceeds 14-15psi. It does this as a safety measure to prevent what the ECU sees as over boosting. The Fuel Cut Eliminator effectively eliminates, or at least raises the cut to a higher pressure. A reprogrammed ECU can also eliminate this function.
Which boost gauge is recommended?
Any high quality boost gauge will work well. Accuracy is the important feature to look for. Autometer gauges are a good value. The Japanese gauges, A’PEXi, GReddy, HKS, etc., have more features, but at a much higher price.
Where can the boost gauge be installed in the interior?
If you want to mount it in the dash, the two most popular places are the Clock location (which holds a 52mm gauge), and the Air Vent beside it (which holds a 60mm gauge). You can also use an A-Pillar gauge pod.
What is the stock boost pressure?
11-12psi
Are Cam Gears a good modification for the Supra TT?
Yes, they have been shown to provide a 5-15rwhp gain on a BPU(TM)’d car. But to extract their potential, you must have them tuned, by a knowledgeable tuner, on a dyno. And most of the power gains will be seen on the exhaust side. I also recommend buying cam gears which feature 5-bolts.
Are Under Drive Pulley(s) a good modification for the Supra TT?
Most of the crank-shaft under-drive pulleys require the removal of the factory torsional damper.
This is from MKIV.com :”this is NOT an external (harmonic) balancer, as the crankshaft is fully balanced, rather it dampens both the axial twisting couples produced by the firing pulses, and the radial bending moment from the accessory drive belt.”
Basically this device provides crutial isolation between the engine driven accessories, and the crankshaft. However, removal of this can provide a 10-15rwhp gain, but at a cost for long term use.
Do I need to upgrade the ignition when upgrading to BPU(TM)?
The stock ignition system is VERY capable of supplying enough fire for a BPU(TM)’d car. The stock ignition system uses 6 large coils, one for each cylinder. So the system is capable of supporting VERY impressive HP levels. You may need to change to a colder range plug with a tighter gap (see below).
What about the spark plugs, which are recommended at BPU(TM) or higher level?
Basically you want similar plugs as stock, but a cooler heat range and a smaller gap. The stock plugs are NGK BKR6EP-11 (2978) and are platinum tipped and have a .044 (1.1mm) gap. The ideal NGK replacement for a modified Supra would be the BKR7E (6097). It is one range cooler (the ‘7′), is non-platinum tipped (the lack of the ‘p’) and has a smaller .0315 gap (lack of the ‘-11′). This plug is also called the NGK 6097 and they are fairly inexpensive. Platinum tipped plugs are not desired for high power applications, Iridium plugs are more prefered. Unfortunately their doesn’t seem to be a BKR8E which might be better for high-HP Supras.
Another good plug to try is the Denso Iridium IK22 or IK24. These plugs may last longer than the above mentioned NGKs, but are also 6 times as expensive. The stock replacement plug would be the IK20, the IK22 is one step cooler, and the IK24 is two steps cooler than stock. The IK22 would be good for ~400rwhp to ~600rwhp. The IK24 would probably be a good choice above that. Two other plugs commonly used are the NGK 3330 (BCPR7ES) which differ much more from the specifications of the stock plugs than NGK 6097. Also the Rapid Fire #5 used to be very popular, but are more expensive, don’t last as long, and have fallin out of favor. Both of those plugs have been known to cause slight stumbling at idle. Plugs on Supras do not live long, usually around 5,000-10,000 miles. So I recommend replacing them with every other oil change.
What is the HKS VPC and GCC?
It is an electronic device, which electronically and physically removes the highly restrictive mass airflow sensor from the intake tract. VPC stands for Vein Pressure Converter. The HKS GCC is a device that allows further fine-tuning of the VPC.
Do I need an after-market Blow off Valve?
It is not absolutely required, but it is a good idea. The factory by-pass valve is prone to failure, and an aftermarket BOV is probably a wise investment for preventing turbo damaging compressor surge. And it sounds cool too. However, it must be noted that if you still have the factory mass-air flow sensor, a blow-off valve, which is vented to the atmosphere, may cause stumbling between shifts.
Can I run Nitrous Oxide on the Supra TT, even if I am already at BPU(TM) power levels?
Yes. Most people run 50-75 shot wet manifold systems. If you want to run a higher shot than this, you might want to consider a well-designed direct port system. I have seen as much as a 200-shot used on one of these systems, and an upgraded fuel system would be a must.
450hp just isn’t enough, what can I do?
Ah the possibilities Basically you are only limited by your imagination, and your wallet. You know what they say, speed costs money, how fast do you want to go?
The real power lies in Single and Twin turbo upgrades, and the options are limitless. You can either build a mild motor that puts out 450 RWHP all day long with instant boost response, or a 1000+ RWHP monster.
Unfortunately, things start getting more difficult after simple BPU(TM) modifications. Modification becomes more than “bolt on Downpipe, gain 50hp”. Things like tuning, parts selection, and matching combinations of parts become much more important. However, this is the case with ANY high HP car. Actually, even at exceptionally high power levels, the Supra TT is still easier to extract power from than almost any other performance car. But it should be kept in mind, that it wouldn’t be as simple as the BPU(TM) bolt-ons.
If you just want something that will toast that pesky Viper GTS. Then focus on a mild single turbo upgrade (T04S04, T60-1, SP57-SP61). Along with this, you should install a front mount intercooler, a fuel controller, fuel pulsation damper bypass and EGT gauge. This is assuming you have done all the BPU(TM) mods, plus BOV, EBC, Cam Gears. With tuning, and a few odds and ends, you should be able to pull 450-500 RWHP (490-580 crank HP) numbers while on a stock fuel system (assuming it is in great condition). This would be a total investment of approximately $6,700-$11,500 in engine/electronic components (also includes the proper gauges). If you already have the BPU(TM) mods or FMIC, etc., you will spend less than this. The difference in prices reflects the cost of higher end parts and addition of a HKS VPC to replace the restrictive stock MAF.
The next level would require a completely upgraded fuel system, and performance cams would be recommended, as well as further electronics (programmable engine management such as the AEM, or VPC/GCC/ECU combo, etc.). This would allow you to run much larger turbos and injectors. You can make it past the 700RWHP range without needing to replace the internals of the motor with stronger components, even at these power levels, if properly tuned and maintained you should retain a fair amount of reliability while still on the stock internals, as some people have eclipsed the 800RWHP level while still running stock bottom ends in their Supras. If you choose to go ahead and build up the bottom end, then the skies are the limit as far as power goes. Just make sure to have part selection, installation, and tuning done by competent and experienced persons. Although this should hold true at ANY level of modification.
Should I install a Turbo Timer?
Absolutely. Unless you don’t mind sitting in your car while it idles down every single time you need to turn the car off. A Turbo timer keeps the engine running for a preset time once you turn off the ignition. So you can remove your keys, and lock up the car and not have to worry about it, it will shut off on it’s own. This is important for the life of the turbos. If the turbos are not given time to cool down, it can overheat the oil and cause coking which will block oil flow to the turbos and damage bearings and cook seals.
How much is the Supra’s power output affected by changes in ambient temperatures?
Very noticeably, just as with most turbo cars, the Supra Twin Turbo can be very temperature sensitive. Especially with the stock turbos and intercooler. On a BPU(TM) car, I would not be surprised to see a 10 percent reduction between 50-60deg temperatures, and 90deg plus temperatures
Will the stock clutch hold the power levels of a BPU(TM) car?
It depends on the condition and wear on the stock clutch. If it is in good condition, yes, it will hold the power, pretty well in fact, although you may experience clutch slip while at full boost in high gears such as 5th and 6th. If you drive vigorously, meaning you run at high boost frequently, then the life of the stocker will be GREATLY shortened. Be surprised if you see an extra 10,000 miles after BPU(TM).
Can I resurface my flywheel when replacing the clutch?
It is not recommended. Buy a new Toyota Flywheel.
Can I install a lightweight flywheel?
Yes, but be aware that they can create a lot of noise at idle, and can transmit more vibrations and shock to the expensive Getrag transmission.
Why is pulling the TRAC fuse beneficial over just turning it off with the switch on the center console?
Just pushing the “Trac Off” button only partially disables the Trac system. It disables the Trac throttle body and TRAC funtion through the ABS System (on 93.5-96 only), but not the Trac system’s ignition timing retard function. Unplugging the Trac fuse eliminates both functions, as well as the 155mph speed limiter, which works through the trac system. The fuse can be found in the main fuse box on the driver’s side of the engine compartment. It must be noted that removing the fuse will cause the TRAC light to stay on, but you’ll get used to it.
Will the TRAC system improve the cars performance?
NO. The Trac system was calibrated to improve traction in slippery conditions. It was not calibrated with performance in mind. When the Trac system senses a loss of traction, it comes on hard, cutting power drastically; this will do nothing but hurt performance. I also would not rely on the Trac system for providing stability at high speeds, if you were to loose control, it would be too slow and clumsy, and would more than likely hamper your efforts to regain control.
How can I remove the factory 155mph speed limiter?
Remove the fuse for the Trac system. The speed limiter works through the Trac throttle body.
What is the Supra TT’s top speed with the Trac fuse removed?
There is some debate on this subject. There are rumors that 180 can be achieved. But by going with the numbers, 168-172mph in stock form seems possible.
What is the Supra TT’s maximum theoretical top speed? Can it exceed 200mph with enough power?
Lets find out.
The Supra TT with the 6-speed has a stock engine redline of 6800rpm, and a 6th gear ratio of .79:1, with a rear axle ratio of 3.13:1. Now we multiply our 6th gear ratio times our rear axle ratio, and we find out our final gear ratio is 2.472:1. Now we divide 6800rpm by our total gear reduction of 2.472:1 and we find out our rear axles, and therefore wheels are spinning at 2751rpm at 6800 engine rpms.
Now we need to calculate our tire circumference. The rear tires section width it 255mm, and the sidewall’s aspect ratio is .40, so our sidewalls are 102mm. Now, to convert this to inches, we divide this by 25.4, which equal’s 4.015 inches. Now multiply this by two, since we have two sidewalls making up the total diameter, and add the wheel diameter of 17″, and we see a total diameter of 25.031 inches. Now to find out our circumference, we multiply that number times pi (3.14), and we find out the circumference is 78.59 inches, now divide that by 12 to convert to feet. And we get 6.549 feet total circumference.
Now multiply our tire’s revolving speed, by the tire’s outside circumference, and we find that the tire is covering 18,016 feet per minute, divide that by the 5280 feet in a mile, and we find we are covering 3.412 miles per minute, now multiply that by the 60 minutes in an hour, and we find we are traveling 204.7miles per hour @ 6800rpm in 6th gear. If the engines redline is increased to 7500rpm, which it often is, because of a higher flowing turbo. Then our maximum speed would be 225.8mph, given enough power of course.
Basic Performance Upgrades. These modifications are: A full length three inch down-pipe (with or with-out high flow cats), 3″ (75mm) or bigger cat-back exhaust system, raised boost (18psi), and the required boost cut eliminator (GReddy BCC) needed to achieve that boost without activating the factory fuel cut-off at 14-15psi. These are the modifications that have proven to provide the best HP-to-$$$ ratio.
What does the + mean when someone says BPU(TM)+? And what is APU?
That stands for any additional power producing modifications other than the basic BPU(TM) modifications. One “+” refers to Adj. Cam Gears and under-drive pulleys, the second “+” refers to a Fuel controller, ECU upgrade, etc. For instance, a Supra with the BPU(TM) modifications, plus a front-mount intercooler, would be called BPU(TM)+. If you added cam gears to that, it would be BPU(TM)++, and so on. The “BPU(TM)” term is used until you have an upgraded turbo(s). Then it is referred to as APU, advanced performance upgrades. This designation pretty much covers every modification that can be performed.
What are the first engine modifications I should perform?
I recommend starting with raising the boost of the stock turbos to roughly 18psi. This will require a quality boost gauge and a boost cut eliminator (GReddy BCC). You will achieve 15 or so PSI with the stock Down Pipe in place. This will provide an addition of approximately 30rwhp. After those modifications are completed, it would be a logical next step to install the Down Pipe and Cat-Back Exhaust at the same time. You will now be at full BPU(TM).
What do all the various “Free Mods” do?
There are many different “free mods” for the Supra TT. I will cover just a few of them here. The ones I will cover fall into three categories, boost control, EGR disabling, and TTC or True Twin Conversion.
Three of the boost control mods are: Bleeder-T Mod, Clamp Mod, and the VSV Bypass Mod. Each of these modifications raise boost levels without the use of a boost controller. But you have to keep a close eye on your boost gauge, and make sure they are not allowing the turbos to boost too high (18psi is a safe level).
The next mods, are the true twin conversion mods (or TTC). This modification disables the Sequential twin turbo operation, and causes the turbos to run constantly in parallel (both on at the same time). This is supposed to allow for slightly better mid-range power (before the secondary turbo would normally come online) and allows for a smoother power band, without the abrupt boost increase caused by the transition from primary to secondary operation. However, this does noticeably decrease low-end power, and increases exhaust noise levels, and therefore may not be desirable on the street. Two types of the TTC mod are, the traditional TTC mod which includes 2 methods, wiring the actuators, or installing a one way valve, and the Electronic TTC mod (ETTC).
The last mod I will discuss is the EGR mod. This disables the Exhaust Gas Recirculation system, which is meant for emissions, and therefore, this modification is for off-road use only. This mod is supposed to prevent the super heating of the number 5 and 6 cylinders, which may cause burnt valves.
How much power will my car make at BPU(TM)?
It varies from car-to-car, and the conditions as well as tuning. Most BPU(TM)-only Supra Twin Turbos, dyno between 370 and 410 horsepower at the rear wheels. This is usually achieved with moderate temperatures, a reset ECU (to erase anything bad the ECU may have learned), and often a little bit of high-octane un-leaded race fuel. On the street, power will be reduced, especially in poor weather, but at least 90 percent of the power should be retained.
What kind of 1/4 mile ETs and trap speeds should I run at BPU(TM)-only?
It varies WIDELY depending on driver skill. As well as track conditions, elevation above sea level, ambient temperatures, humidity, and pre-race preparation. But most fall between 12.3 to 12.9 ets with 112 to 119mph trap speeds on street tires. Times can drop well into the 11s with drag radials, a good driver, and good conditions, as well as proper pre-race preparation.
What is a BPU(TM)’d Supra TT’s top speed?
Speeds in the mid-high 180mph range should be achievable. Once the speed-limiter is disabled, by pulling the “TRAC” fuse of course.
Will the life of my Engine and Drivetrain be adversely affected with the BPU(TM) mods?
Yes, but not by a significant amount. If the car is maintained properly, and the car is treated with some respect for the components, you should maintain much of the power train’s life. Which considering the fact that the Supra is by far one of the most reliable and durable sports cars, it will last longer than most well maintained STOCK sports cars. The only Drivetrain components that will see a significantly shortened life will be the stock clutch. It will more than likely not last much longer than 8-10k miles once at BPU(TM). This especially holds true if the car is making repeated high speed runs using 5th and 6th gear at wide open throttle. If your stock clutch has high mileage on it, or is already starting to slip, you will need to plan on a new high-performance clutch. Also the stock turbos will be subject to a somewhat shortened life span (how short will depend on how you drive and maintain the car, as well as how much boost you will run)
What’s the reliability of a 600hp Supra Turbo?
Chassis, electrical, and suspension components should see little effect on reliability on street driven Supras. The stock 2JZ-GTE engine should hold up pretty well to this power level. Just how long depends on maintenance, and how hard you drive it, and how often. But typically Supras can go for years at this power level. The transmission reliability will depend on whether it’s an Automatic or Manual. A stock automatic will not hold this much power, a built transmission will be required, and it’s reliability will depend on it’s design and construction. The 6spd Manual should hold up just fine, as well as the rear differential and axles.
The only real reliability concerns at these low power levels would surround the actual modifications you perform. Excluding installation short-comings, the components utilized, even very high quality ones, may fall short of factory component reliability, as the built in compromises that exist in everything, would lean more towards the side of ultimate performance, than of ultimate reliability (Keep in mind we are talking about a Toyota here, whose reliabilty standards are exceptionally high) This may include fuel system components, turbo components, and especialy electronic wizardry. Basically a set-up that is either VERY well concieved, or utilizes OE components as much as possible, without over burdening them, would posses *near* stock reliability. And tuning of the components, and component selection, and matching, would play a HUGE role in this.
What are the power limits of the various factory components (Differential, Transmission, Motor, etc.)?
There have really not been enough failures to really pin point a limit for the various power-train components. The motor could fail at factory power levels if it was running dangerously lean. But when well tuned, the motors internals (Pistons, Rods, Crank, Head Gasket etc) are reliable to 700rwhp. But of course at these power levels, if the engine is not set-up and tuned properly, it is literally a bomb waiting to go off, however this would be just as true with a built motor. Some owners have pushed their stock internals to the limit and have well exceeded 800rwhp, and even approached 900rwhp. I still don’t understand how such an over built motor made it past the bean counters at Toyota Corporate.
The 6-speed Getrag is ridiculously strong for an OE transmission. Its limit’s will be affected greatly by driving technique, such as launching, and whether or not power shifting is used. Even driven hard, the Getrag should hold up reasonably well with 700RWHP. If you treat it with some respect, it should be able to handle around 800RWHP or more, although great care and respect will need to be practiced at those levels.
Differential, axle, CV Joint, and drive shaft failures are a VERY rare occurrence. So I don’t have much info on their failure limits. On street tires, it would be almost impossible to break any of these components at ANY power level. The tires would spin before they would put the driveline under that kind of strain. The tires act sort of like a circuit breaker. If you run drag slicks, this does not hold true of course, yet they have proven themselves to be 10 and even 9 second capable.
Will drivability, interior noise levels, and low-end power be adversely affected with the BPU(TM) mods?
Drivability is not adversely affected. Interior noise level depends on the exhaust system you choose. Some will make it far louder; some will actually make it quieter. But most are just a little bit louder than stock. But the added dBs are also combined with a MUCH sweeter exhaust note, so it’s definitely worth it. And the interior of the Supra is pretty quiet anyway, so on the highway, it will be VERY livable. As far as low-end power goes, the down-pipe will greatly decrease Turbo Lag. So low-end power and response is much improved over stock.
Will emissions be adversely affected by the BPU(TM) mods?
As long as a high-flow cat is used, emissions should not be effected, and you should still pass visual inspection. If you run without catalytic converters, you are doing so at your own risk, and you would not pass visual or emissions testing.
Will fuel mileage be adversely affected by the BPU(TM) mods?
If driven calmly, as in light throttle, mileage should not be significantly affected. Mileage will greatly decrease during however, if you drive “vigorously”, more power equals more burned fuel I am afraid.
Should I install an “Intake” (Open Element Filter)?
This is a bit of a yes and no answer. The stock filter assembly is a flow restriction, and an open element intake would increase potential flow. However, it will also draw in more heated engine compartment air, which can hurt performance. My advice is to either modify the stock filter box, or install a cool air induction box, like the Max Air. An added bonus of the open element filters, is that they allow you to easily hear the primary turbo and by-pass valve.
What about the stock intercooler?
The stock intercooler does a decent job up till about 17psi on the stock turbos, after that you would probably notice a significant gain, especially in warmer temperatures, with a nice front mount intercooler. However, keep in mind it will block some of the airflow to the radiator, as well as decreasing response slightly.
Should I replace the factory rubber Intercooler hoses with aftermarket metal hoses?
It wouldn’t hurt. But it won’t help a lot either. At the most you may slightly increase throttle response, but at least it will look nicer.
What about the fuel system, are the stock injectors and fuel pump large enough for BPU(TM)?
Yes, the stock fuel system is very safe and reliable to 450RWHP, although I would recommend a fuel pulsation damper bypass. Anything over that, and I would highly recommend having the car dyno’d, and using a wide-band O2 sensor (not a cheap A/F gauge connected to the stock O2) to check the fuel ratio at your high boost setting. 11.5:1 would be a safe fuel ratio.
What are the stock injectors rated at?
540cc/min
Would the Supra benefit from a fuel controller?
BPU(TM)’d Supras run a little on the rich side as far as fuel ratios go. This hurts power. What it does do is provide a safety margin that makes engine damage through detonation unlikely. If you get a fuel controller, and tune it properly (on a dyno, with an accurate EGT gauge, and a high band O2 (The Stock O2 sensors are not accurate), then you should be able to gain a noticeable amount of power. One of the most popular electronic fuel controllers is the A’PEXi S-AFC. The Fields SFC is good too.
What should I use to increase my boost level, an Electronic Boost Controller, or a Manual BC?
Using an EBC is the safest way to raise boost, it will prevent spiking and over-boosting. But it really comes down to your budget. If you can afford an EBC, get one. If you can’t, go with a MBC. And always keep an eye on that boost gauge. And whatever you are using to control boost, remember to not get carried away, I don’t recommend going regularly over 18psi.
What is the best Electronic Boost Controller?
There really is no BEST. Although the A’PEXi AVC-R is a nice unit, it provides much more control over boost than other EBCs, but it is also more complex to install, and tune. The new Blitz unit is also nice. Most of the large manufacturers make decent units. Just avoid fuzzy-logic equipped models if you still have the sequential stock turbos, they will become “confused” by the unnatural behavior of the sequential system.
When installing my EBC, do I connect it to both of the Turbo’s Wastegates?
The Primary Turbo is the only one with a wastegate. When in full twin turbo mode, the boost of both Turbos is regulated by the primary turbo’s wastegate. So, only connect it to the Primary’s.
Some people say I need to replace my ECU with a reprogrammed one, instead of just using a boost controller. Do I?
Reprogrammed ECUs for the Supra TT are VERY $$$. They are in the $1200 range. And they have not been proven to provide a significant increase in performance or safety on BPU(TM) level cars. Their merit shows itself on cars with upgraded Turbo(s). Just be sure you buy your ECU, or have it reprogrammed by a reputable shop that knows what they are doing. And have it tailored to your particular car (Driving habits, and Mods). And I would also recommend taking a look at the AEM Programmable system.
What is a safe boost level to run at BPU(TM)?
The general consensus is 17-18psi. Some people have taken it higher, but I don’t recommend it if you don’t have the money for a turbo replacement/upgrade.
Which Down-Pipe is recommended?
The RMM (or Rod Millen Motorsports) Cat-less Downpipe is the most commonly used. However many other brands exist. Some down-pipes, such as the Random Technology DP, feature an emissions legal high-flow catalytic converter.
Will a high-flow cat hurt performance?
It will have some effect on power output, but not a lot. Its exact effect on HP is not clear, but it probably costs a few hp at the most, maybe 5-15hp at BPU(TM) power levels.
What is a Down-Pipe?
It is the section of the exhaust system that connects the outlet of the Turbocharger’s Turbine section to the “Cat-Back” exhaust system. The Downpipe is also where the two catalytic converters are located, as well as the O2 sensor (or sensors in OBD-II cars).
I have an OBD2 car. Can I still install a Down-Pipe?
Yes. But unless the DP has a Catalyst and a second location for an O2 sensor, you will trip your check engine light, unless you get one of those O2 “black boxes”.
Which Exhausts are the loudest?
The Tanabe Racing Medallion, and HKS Hiper Titanium seem to be the two loudest systems.
Which Exhausts are the quietest?
The Tanabe Hyper Medallion, the discontinued Tanabe G-Power Medallion and the GReddy (SP) Street Performance seem to be the quietest. At anything less than full throttle, they are no louder than stock. But at full throttle they seem to “wake up” a bit.
What are some recommended exhaust systems?
It depends on your personal preferences. Below I will break down some of my recommendations based on certain combinations of preferences.
Subtle Styling / Very Low Cost:
-Random Technology (75mm, full stainless steel)
Subtle Styling / Low Sound Level / Moderate Cost:
-GReddy Street Performance (80mm)
-Tanabe Super Hyper Medallion (80mm, full stainless steel, 50-state legal)
Subtle Styling / Moderate Sound Level / Moderate Cost:
-ATR (75mm, full stainless steel)
Tasteful Styling / Low-Moderate Sound Level / Low Cost:
-HKS Dragger II (85mm)
Tasteful Styling / Low-Moderate Sound Level / Moderate Cost:
-GReddy Power Extreme (80-94mm)
-HKS Super Dragger (95mm)
Tasteful Appearance / Moderate Sound Level / High Cost / Super Light:
-Veilside Tear Drop Titanium (90mm, full titanium)
Tasteful-Wild Styling / Low Sound Level / Moderate Cost:
-TRD 2nd gen.
Wild Styling / Moderate Sound Level / Low Cost:
-A’PEXi N1
-HKS Hiper (75mm)
Wild Styling / Moderate Sound Level / Moderate Cost:
-A’PEXi GT Spec (95mm, full stainless steel)
-Blitz NUR Spec (80mm, full stainless steel)
-HKS Hiper Carbon/Titanium (75mm, CF wrapped muffler, titanium tip)
Wild Styling / High Sound Level / Moderate Cost:
-Tanabe Racing Medallion (80mm, 50 state legal)
Wild Styling / High Sound Level / High Cost / High Flow:
-HKS Hiper Titanium (104mm, titanium muffler)
What is the cheapest route to replacing the DP and Cat-Back?
Have a custom performance exhaust shop fabricate a complete 3″ exhaust system (Turbo-to-Tip). It should cost well less that $400. And then you can use the muffler and exhaust tip of your choice.
Which Fuel Cut Eliminator is recommended?
The GReddy BCC (Boost Cut Controller) is highly recommended.
What does the Fuel Cut Eliminator do?
The factory ECU is programmed to activate a fuel cut if the manifold pressure exceeds 14-15psi. It does this as a safety measure to prevent what the ECU sees as over boosting. The Fuel Cut Eliminator effectively eliminates, or at least raises the cut to a higher pressure. A reprogrammed ECU can also eliminate this function.
Which boost gauge is recommended?
Any high quality boost gauge will work well. Accuracy is the important feature to look for. Autometer gauges are a good value. The Japanese gauges, A’PEXi, GReddy, HKS, etc., have more features, but at a much higher price.
Where can the boost gauge be installed in the interior?
If you want to mount it in the dash, the two most popular places are the Clock location (which holds a 52mm gauge), and the Air Vent beside it (which holds a 60mm gauge). You can also use an A-Pillar gauge pod.
What is the stock boost pressure?
11-12psi
Are Cam Gears a good modification for the Supra TT?
Yes, they have been shown to provide a 5-15rwhp gain on a BPU(TM)’d car. But to extract their potential, you must have them tuned, by a knowledgeable tuner, on a dyno. And most of the power gains will be seen on the exhaust side. I also recommend buying cam gears which feature 5-bolts.
Are Under Drive Pulley(s) a good modification for the Supra TT?
Most of the crank-shaft under-drive pulleys require the removal of the factory torsional damper.
This is from MKIV.com :”this is NOT an external (harmonic) balancer, as the crankshaft is fully balanced, rather it dampens both the axial twisting couples produced by the firing pulses, and the radial bending moment from the accessory drive belt.”
Basically this device provides crutial isolation between the engine driven accessories, and the crankshaft. However, removal of this can provide a 10-15rwhp gain, but at a cost for long term use.
Do I need to upgrade the ignition when upgrading to BPU(TM)?
The stock ignition system is VERY capable of supplying enough fire for a BPU(TM)’d car. The stock ignition system uses 6 large coils, one for each cylinder. So the system is capable of supporting VERY impressive HP levels. You may need to change to a colder range plug with a tighter gap (see below).
What about the spark plugs, which are recommended at BPU(TM) or higher level?
Basically you want similar plugs as stock, but a cooler heat range and a smaller gap. The stock plugs are NGK BKR6EP-11 (2978) and are platinum tipped and have a .044 (1.1mm) gap. The ideal NGK replacement for a modified Supra would be the BKR7E (6097). It is one range cooler (the ‘7′), is non-platinum tipped (the lack of the ‘p’) and has a smaller .0315 gap (lack of the ‘-11′). This plug is also called the NGK 6097 and they are fairly inexpensive. Platinum tipped plugs are not desired for high power applications, Iridium plugs are more prefered. Unfortunately their doesn’t seem to be a BKR8E which might be better for high-HP Supras.
Another good plug to try is the Denso Iridium IK22 or IK24. These plugs may last longer than the above mentioned NGKs, but are also 6 times as expensive. The stock replacement plug would be the IK20, the IK22 is one step cooler, and the IK24 is two steps cooler than stock. The IK22 would be good for ~400rwhp to ~600rwhp. The IK24 would probably be a good choice above that. Two other plugs commonly used are the NGK 3330 (BCPR7ES) which differ much more from the specifications of the stock plugs than NGK 6097. Also the Rapid Fire #5 used to be very popular, but are more expensive, don’t last as long, and have fallin out of favor. Both of those plugs have been known to cause slight stumbling at idle. Plugs on Supras do not live long, usually around 5,000-10,000 miles. So I recommend replacing them with every other oil change.
What is the HKS VPC and GCC?
It is an electronic device, which electronically and physically removes the highly restrictive mass airflow sensor from the intake tract. VPC stands for Vein Pressure Converter. The HKS GCC is a device that allows further fine-tuning of the VPC.
Do I need an after-market Blow off Valve?
It is not absolutely required, but it is a good idea. The factory by-pass valve is prone to failure, and an aftermarket BOV is probably a wise investment for preventing turbo damaging compressor surge. And it sounds cool too. However, it must be noted that if you still have the factory mass-air flow sensor, a blow-off valve, which is vented to the atmosphere, may cause stumbling between shifts.
Can I run Nitrous Oxide on the Supra TT, even if I am already at BPU(TM) power levels?
Yes. Most people run 50-75 shot wet manifold systems. If you want to run a higher shot than this, you might want to consider a well-designed direct port system. I have seen as much as a 200-shot used on one of these systems, and an upgraded fuel system would be a must.
450hp just isn’t enough, what can I do?
Ah the possibilities Basically you are only limited by your imagination, and your wallet. You know what they say, speed costs money, how fast do you want to go?
The real power lies in Single and Twin turbo upgrades, and the options are limitless. You can either build a mild motor that puts out 450 RWHP all day long with instant boost response, or a 1000+ RWHP monster.
Unfortunately, things start getting more difficult after simple BPU(TM) modifications. Modification becomes more than “bolt on Downpipe, gain 50hp”. Things like tuning, parts selection, and matching combinations of parts become much more important. However, this is the case with ANY high HP car. Actually, even at exceptionally high power levels, the Supra TT is still easier to extract power from than almost any other performance car. But it should be kept in mind, that it wouldn’t be as simple as the BPU(TM) bolt-ons.
If you just want something that will toast that pesky Viper GTS. Then focus on a mild single turbo upgrade (T04S04, T60-1, SP57-SP61). Along with this, you should install a front mount intercooler, a fuel controller, fuel pulsation damper bypass and EGT gauge. This is assuming you have done all the BPU(TM) mods, plus BOV, EBC, Cam Gears. With tuning, and a few odds and ends, you should be able to pull 450-500 RWHP (490-580 crank HP) numbers while on a stock fuel system (assuming it is in great condition). This would be a total investment of approximately $6,700-$11,500 in engine/electronic components (also includes the proper gauges). If you already have the BPU(TM) mods or FMIC, etc., you will spend less than this. The difference in prices reflects the cost of higher end parts and addition of a HKS VPC to replace the restrictive stock MAF.
The next level would require a completely upgraded fuel system, and performance cams would be recommended, as well as further electronics (programmable engine management such as the AEM, or VPC/GCC/ECU combo, etc.). This would allow you to run much larger turbos and injectors. You can make it past the 700RWHP range without needing to replace the internals of the motor with stronger components, even at these power levels, if properly tuned and maintained you should retain a fair amount of reliability while still on the stock internals, as some people have eclipsed the 800RWHP level while still running stock bottom ends in their Supras. If you choose to go ahead and build up the bottom end, then the skies are the limit as far as power goes. Just make sure to have part selection, installation, and tuning done by competent and experienced persons. Although this should hold true at ANY level of modification.
Should I install a Turbo Timer?
Absolutely. Unless you don’t mind sitting in your car while it idles down every single time you need to turn the car off. A Turbo timer keeps the engine running for a preset time once you turn off the ignition. So you can remove your keys, and lock up the car and not have to worry about it, it will shut off on it’s own. This is important for the life of the turbos. If the turbos are not given time to cool down, it can overheat the oil and cause coking which will block oil flow to the turbos and damage bearings and cook seals.
How much is the Supra’s power output affected by changes in ambient temperatures?
Very noticeably, just as with most turbo cars, the Supra Twin Turbo can be very temperature sensitive. Especially with the stock turbos and intercooler. On a BPU(TM) car, I would not be surprised to see a 10 percent reduction between 50-60deg temperatures, and 90deg plus temperatures
Will the stock clutch hold the power levels of a BPU(TM) car?
It depends on the condition and wear on the stock clutch. If it is in good condition, yes, it will hold the power, pretty well in fact, although you may experience clutch slip while at full boost in high gears such as 5th and 6th. If you drive vigorously, meaning you run at high boost frequently, then the life of the stocker will be GREATLY shortened. Be surprised if you see an extra 10,000 miles after BPU(TM).
Can I resurface my flywheel when replacing the clutch?
It is not recommended. Buy a new Toyota Flywheel.
Can I install a lightweight flywheel?
Yes, but be aware that they can create a lot of noise at idle, and can transmit more vibrations and shock to the expensive Getrag transmission.
Why is pulling the TRAC fuse beneficial over just turning it off with the switch on the center console?
Just pushing the “Trac Off” button only partially disables the Trac system. It disables the Trac throttle body and TRAC funtion through the ABS System (on 93.5-96 only), but not the Trac system’s ignition timing retard function. Unplugging the Trac fuse eliminates both functions, as well as the 155mph speed limiter, which works through the trac system. The fuse can be found in the main fuse box on the driver’s side of the engine compartment. It must be noted that removing the fuse will cause the TRAC light to stay on, but you’ll get used to it.
Will the TRAC system improve the cars performance?
NO. The Trac system was calibrated to improve traction in slippery conditions. It was not calibrated with performance in mind. When the Trac system senses a loss of traction, it comes on hard, cutting power drastically; this will do nothing but hurt performance. I also would not rely on the Trac system for providing stability at high speeds, if you were to loose control, it would be too slow and clumsy, and would more than likely hamper your efforts to regain control.
How can I remove the factory 155mph speed limiter?
Remove the fuse for the Trac system. The speed limiter works through the Trac throttle body.
What is the Supra TT’s top speed with the Trac fuse removed?
There is some debate on this subject. There are rumors that 180 can be achieved. But by going with the numbers, 168-172mph in stock form seems possible.
What is the Supra TT’s maximum theoretical top speed? Can it exceed 200mph with enough power?
Lets find out.
The Supra TT with the 6-speed has a stock engine redline of 6800rpm, and a 6th gear ratio of .79:1, with a rear axle ratio of 3.13:1. Now we multiply our 6th gear ratio times our rear axle ratio, and we find out our final gear ratio is 2.472:1. Now we divide 6800rpm by our total gear reduction of 2.472:1 and we find out our rear axles, and therefore wheels are spinning at 2751rpm at 6800 engine rpms.
Now we need to calculate our tire circumference. The rear tires section width it 255mm, and the sidewall’s aspect ratio is .40, so our sidewalls are 102mm. Now, to convert this to inches, we divide this by 25.4, which equal’s 4.015 inches. Now multiply this by two, since we have two sidewalls making up the total diameter, and add the wheel diameter of 17″, and we see a total diameter of 25.031 inches. Now to find out our circumference, we multiply that number times pi (3.14), and we find out the circumference is 78.59 inches, now divide that by 12 to convert to feet. And we get 6.549 feet total circumference.
Now multiply our tire’s revolving speed, by the tire’s outside circumference, and we find that the tire is covering 18,016 feet per minute, divide that by the 5280 feet in a mile, and we find we are covering 3.412 miles per minute, now multiply that by the 60 minutes in an hour, and we find we are traveling 204.7miles per hour @ 6800rpm in 6th gear. If the engines redline is increased to 7500rpm, which it often is, because of a higher flowing turbo. Then our maximum speed would be 225.8mph, given enough power of course.
GM, Ford Sales Crash in ‘06, Toyota, Honda Climb
Brand new year calls for an analysis of the previous year’s performance for the benefit of improvement. In the automotive industry, Toyota and Honda stand on the bright side of 2006. Said automakers experienced a rewarding increase in sales. On the contrary, GM and Ford stand on the bleak abyss of the industry because of sales doldrums.
GM reported US sales of 4.1 million vehicles in 2006, down by 8.7 percent from 2005. The decrease is attributed to the shift of market demand in favor of small cars. GM is famed for its sophisticated sport utility vehicles and pickups. Enthusiasts believe that 2005 GMC truck accessories are manufactured with excellence just like other auto parts from the automaker.
Paul Ballew, chief sales analyst of GM said, “It was a challenging one. It’s a year that came in below expectations and deviated from our plans at the start of the year.” In December, GM reported a 13 percent drop in sales. According to the automaker the decline was due in part to sticking with GM’s decision to lower rental fleet vehicles sales and other marginally profitable sales. Ford parts accessories did not show any luring effect. According to some enthusiasts, Ford’s 2006 reports aren’t likely to help the ailing automaker.
Ford also reported sales of 2.9 million vehicles, 7.9 percent down compared to 2005 sales. For the month of December, Ford vehicle sales was down by 12.8 percent – 9.9 percent for cars and 14.0 for trucks.
On the bright side of 2006, Toyota and Honda enjoy a gratifying increase in sales. Toyota’s sales were up by over 12 percent in December and for the entire year. Consumers purchased 2.54 million cars and trucks with the Toyota, Scion or Lexus brand name. Leading Toyota sales is its Camry that retains its title as the best-selling car in America. There are 448,445 Camrys sold in 2006, about 3.9 percent up from 2005 sales. 05 Toyota Camry accessories are playing significant part in making the vehicle a top-seller.
Jim Lentz, executive vice president for Toyota Motor Sales USA said, “2006 was a respectable year for the industry if you consider the strain of erratic fuel prices and a housing bubble on an industry weaning itself from incentives.”
With regards to Honda, its December sales fell by 0.8 percent but its 2005 sales were up by 3.2 percent. According to Dick Colliver, executive vice president of American Honda, the automaker has benefited from having a line-up of fuel-efficient vehicles.
GM reported US sales of 4.1 million vehicles in 2006, down by 8.7 percent from 2005. The decrease is attributed to the shift of market demand in favor of small cars. GM is famed for its sophisticated sport utility vehicles and pickups. Enthusiasts believe that 2005 GMC truck accessories are manufactured with excellence just like other auto parts from the automaker.
Paul Ballew, chief sales analyst of GM said, “It was a challenging one. It’s a year that came in below expectations and deviated from our plans at the start of the year.” In December, GM reported a 13 percent drop in sales. According to the automaker the decline was due in part to sticking with GM’s decision to lower rental fleet vehicles sales and other marginally profitable sales. Ford parts accessories did not show any luring effect. According to some enthusiasts, Ford’s 2006 reports aren’t likely to help the ailing automaker.
Ford also reported sales of 2.9 million vehicles, 7.9 percent down compared to 2005 sales. For the month of December, Ford vehicle sales was down by 12.8 percent – 9.9 percent for cars and 14.0 for trucks.
On the bright side of 2006, Toyota and Honda enjoy a gratifying increase in sales. Toyota’s sales were up by over 12 percent in December and for the entire year. Consumers purchased 2.54 million cars and trucks with the Toyota, Scion or Lexus brand name. Leading Toyota sales is its Camry that retains its title as the best-selling car in America. There are 448,445 Camrys sold in 2006, about 3.9 percent up from 2005 sales. 05 Toyota Camry accessories are playing significant part in making the vehicle a top-seller.
Jim Lentz, executive vice president for Toyota Motor Sales USA said, “2006 was a respectable year for the industry if you consider the strain of erratic fuel prices and a housing bubble on an industry weaning itself from incentives.”
With regards to Honda, its December sales fell by 0.8 percent but its 2005 sales were up by 3.2 percent. According to Dick Colliver, executive vice president of American Honda, the automaker has benefited from having a line-up of fuel-efficient vehicles.
Toyota Supra Info
Toyota Supra
The Toyota Supra is one of the greatest cars to ever come out of Japan and is internationally recognized as a sports car icon. Produced from 1979 until 2001 in Japan (only produced until 1998 in North America), each generation has remained a choice platform for tuners around the world. Every generation came with a high horse power inline six engine either naturally aspired, turbocharged or twin turbo charged. The Toyota Supras engines include the 5M-GE, 7M-GE, 7M-GTE, 1JZ-GTE, 2JZ-GE and the notorious 2JZ-GTE. Even today there isn’t a more popular generation, sure everyone wants a MK4 Toyota Supra but the MK2 and MK3 Supras have HUGE followings!
MKII Toyota Supra
Produced from 1982 until 1986 the second generation Toyota Supra (still known as the Celica Supra) came with a inline six 5M-GE with 175 horsepower. It had a boxy shape, flip up headlights and wide fender flares.
MKIII Toyota Supra
The Mark III Supra was introduced in mid 1986. In the first year it was only available with a 200HP 7M-GE engine. In 1987 the Toyota Supra made a Turbocharged model with a 230HP 7M-GTE, the new model came with turbo badges, R-154 transmission, rear spoiler and other accessories. In 1989 the Supra was semi-updated with a new front bumper, 3 piece tail lights, new trim, 3 piece rear spoiler and other minor accessories. In Japan, 1989 was also the year the Twin Turbo R edition was released, it sported a twin turbo high revving 1JZ-GTE power plant with 280HP. The 1JZ was downgraded to 2.5L which didn’t give it as much torque to power as the 7M did, but its the “smooth power” what won its owners over. Today, the 1JZ is a common swap for MK2 and MK3 Supras alike and are becoming more and more difficult to find a decent imported 1JZ. The MKIII Supra was made from 1986.5 to 1992.
MKIV Toyota Supra
Without a doubt the Mark IV Toyota Supra is one of, if not the car what defines the term “Japanese Sports Car”. It has the looks, control and the POWER. In 1993 the latest model Supra was released and has since been the poster car for the higher class import scene. Its been in countless movies, Its won many drag race series, show series, dyno challenges and has stolen the life out of countless muscle car owners on the highway. There is no denying how potent the 2JZ power plant is with its 320HP stock – remember this was in 1993 when most cars came with not even half of that! The twin turbo’s are usually the first list on the upgrade list for most tuners, there have been plenty of powerful twin turbo supras out there, but the easiest way to make power on the 2JZ is with a huge single turbocharger. Its a fairly simple task to pull out 700+HP on the 2JZ-GTE and there are quite a few Supras over 1000-1500+HP. The MKIV Supra continues to go up in value and many think its not fair, but simply put, its a SUPERCAR and for 30K+ its a steal. The Supra, sadly saw its last day in North America in 1998.
The Future Toyota Supra
Many enthusiasts have been waiting for a MKV Supra to come out for years. How awesome that would be we have to consider the negatives in that…. The MKIV is a true legend, and will be collected forever, and if the MKV did not live up to those standards – especially with the release of the new Nissan GTR the legacy would almost be for nothing. I am all for Toyota to make a new, high powered rear wheel drive sports car, but would it be so bad if it was under the Lexus brand?
The Toyota Supra is one of the greatest cars to ever come out of Japan and is internationally recognized as a sports car icon. Produced from 1979 until 2001 in Japan (only produced until 1998 in North America), each generation has remained a choice platform for tuners around the world. Every generation came with a high horse power inline six engine either naturally aspired, turbocharged or twin turbo charged. The Toyota Supras engines include the 5M-GE, 7M-GE, 7M-GTE, 1JZ-GTE, 2JZ-GE and the notorious 2JZ-GTE. Even today there isn’t a more popular generation, sure everyone wants a MK4 Toyota Supra but the MK2 and MK3 Supras have HUGE followings!
MKII Toyota Supra
Produced from 1982 until 1986 the second generation Toyota Supra (still known as the Celica Supra) came with a inline six 5M-GE with 175 horsepower. It had a boxy shape, flip up headlights and wide fender flares.
MKIII Toyota Supra
The Mark III Supra was introduced in mid 1986. In the first year it was only available with a 200HP 7M-GE engine. In 1987 the Toyota Supra made a Turbocharged model with a 230HP 7M-GTE, the new model came with turbo badges, R-154 transmission, rear spoiler and other accessories. In 1989 the Supra was semi-updated with a new front bumper, 3 piece tail lights, new trim, 3 piece rear spoiler and other minor accessories. In Japan, 1989 was also the year the Twin Turbo R edition was released, it sported a twin turbo high revving 1JZ-GTE power plant with 280HP. The 1JZ was downgraded to 2.5L which didn’t give it as much torque to power as the 7M did, but its the “smooth power” what won its owners over. Today, the 1JZ is a common swap for MK2 and MK3 Supras alike and are becoming more and more difficult to find a decent imported 1JZ. The MKIII Supra was made from 1986.5 to 1992.
MKIV Toyota Supra
Without a doubt the Mark IV Toyota Supra is one of, if not the car what defines the term “Japanese Sports Car”. It has the looks, control and the POWER. In 1993 the latest model Supra was released and has since been the poster car for the higher class import scene. Its been in countless movies, Its won many drag race series, show series, dyno challenges and has stolen the life out of countless muscle car owners on the highway. There is no denying how potent the 2JZ power plant is with its 320HP stock – remember this was in 1993 when most cars came with not even half of that! The twin turbo’s are usually the first list on the upgrade list for most tuners, there have been plenty of powerful twin turbo supras out there, but the easiest way to make power on the 2JZ is with a huge single turbocharger. Its a fairly simple task to pull out 700+HP on the 2JZ-GTE and there are quite a few Supras over 1000-1500+HP. The MKIV Supra continues to go up in value and many think its not fair, but simply put, its a SUPERCAR and for 30K+ its a steal. The Supra, sadly saw its last day in North America in 1998.
The Future Toyota Supra
Many enthusiasts have been waiting for a MKV Supra to come out for years. How awesome that would be we have to consider the negatives in that…. The MKIV is a true legend, and will be collected forever, and if the MKV did not live up to those standards – especially with the release of the new Nissan GTR the legacy would almost be for nothing. I am all for Toyota to make a new, high powered rear wheel drive sports car, but would it be so bad if it was under the Lexus brand?
Friday, April 16, 2010
Elegant 2010 Supra
t's rumored that the Toyota FT-HS is the return of the Toyota Supra. Some would say this is an incorrect statement, because in fact a true "2010 Toyota Supra" model is proposed to be secretly launched. According to the following video, a 5.0 liter v8 and 3.5 liter model variant is expected. The V8 will feature 450 hp while the v6 is to have 350 hp. These are conservative numbers, because a little modifying will go a long way. Bigger turbos, higher flow intake and exhaust, porting, and more are expected to be available for the 2010 Toyota Supra.
The Toyota Supra has a huge following and long time legendary street respect lineage. When people see the Toyota Supra, it's known as "the fast one". The Toyota Supra has been modified previously in cars such as Smokey Nagata's Top Secret Supra V12, and the famous "Green Beast" that eats Lamborghini's for lunch. A fully modified Supra is the fastest known vehicle to man, only second to the Bugatti Veyron!
2010 Toyota Supra Specifications:
5.0 V8 or 3.5 V6 engines
V8= 450 hp, V6 = 340 hp
Curb weight: 3086 lbs
Natural aspiration for both engines
102" wheelbase
19 inch stock wheels
V8 cost $50,000+
V6 cost $40,000+
Hard top convertible
Performance modifications for the 2010 Toyota Supra are going to be huge. The highly saught after 1990's model has a huge industry of aftermarket part producers following the Toyota Supra trend. A surprise market entry for the 2010 model along with key aftermarket JDM part producers preparing will generate lots of money for Toyota and TRD subsidiaries.
Tuesday, April 13, 2010
Toyota Supra - Features and Awards
The last model produced under the Supra label was released in the year 1993 and it was the last vehicle under the Supra name and ended its production in the year 2002. The vehicle was assembled at the Motomachi, Japan, based on the JZA8x platform. The vehicle offered in two types of engines the 3 liter 2JZ-GE I6 and the 3 liter 2JZ-GTE I6. The transmissions offered by the vehicle include 5-speed W58 manual, 4-speed A341E automatic and the 6-speed V16x manual transmissions.
In order to reduce the weight of the vehicle, aluminum was used for constructing its top, hood, transmission pans, front cross-member and the upper suspension A-arms. Other features include hollow carpet fibers, dished out head bolts, plastic gas tank, magnesium steering wheel, single pipe exhaust and the gas injected rear spoiler. Despite the features like traction control, dual air bags, larger wheels, additional turbo, larger tires and larger brakes, the vehicle was lighter than the previous model by 91 kilo grams.
As far as the awards bagged by the vehicle are concerned, the MK2 with all its new design became a success in the United States market where the vehicle was awarded with the Import Car of the year award by the Motor Trend Group. It was also in featured a list of Ten Best list for the years 1983 and 1984 in the Car and Driver magazine.
Furthermore, the Toyota Supra has also won the award of Popular Mechanics Engineering and Design Award in the year 1994. So, a lot more is expected from the latest generation Supra.
In order to reduce the weight of the vehicle, aluminum was used for constructing its top, hood, transmission pans, front cross-member and the upper suspension A-arms. Other features include hollow carpet fibers, dished out head bolts, plastic gas tank, magnesium steering wheel, single pipe exhaust and the gas injected rear spoiler. Despite the features like traction control, dual air bags, larger wheels, additional turbo, larger tires and larger brakes, the vehicle was lighter than the previous model by 91 kilo grams.
As far as the awards bagged by the vehicle are concerned, the MK2 with all its new design became a success in the United States market where the vehicle was awarded with the Import Car of the year award by the Motor Trend Group. It was also in featured a list of Ten Best list for the years 1983 and 1984 in the Car and Driver magazine.
Furthermore, the Toyota Supra has also won the award of Popular Mechanics Engineering and Design Award in the year 1994. So, a lot more is expected from the latest generation Supra.
Monday, April 12, 2010
Specification of Toyota Supra
1994 Widebody Supra TWIN Turbo 6 speed with 62k original miles on it. This supra is really one of a kind theres only a handfull of authentic TRD widebodys out there and also the custom wider fender flares for an extra aggressive stance.
This Supra has basic BPU upgrades in the supra pushing 400hp ..its painted quicksilver like the 98 supras... 1994 Widebody Supra TWIN Turbo 6 speed with 62k original miles on it. This supra is really one of a kind... there is only a handfull of authentic TRD widebodys out there and also the custom wider fender flares for an extra aggressive stance.
MODIFICATIONS LIST:
Exterior 98 Quickslilver paint
Do-luck front bumper
Custom molded fender flares
Authentic TRD wide body kit
Molded 19 inch antera rims 98 taillights
Custom wing siebon
Carbon Fiber hood drilled and slotted rotors
Interior custom bucket seats
Custom gray rug
Custom door panels with 3MB quart speakers and Tweeters installed
Carbon Fiber dash 7 inch touch screen 2 auto meter gauges
Short shifter custom enclosure for subs
Shifter boot Engine TTC 3 inch chrome piping with XS power intercooler (huge)
Intake NGK plugs AFC neo Greddy turbo timer
HKS super dragger exhaust ACT stage 3
5 disk clutch strut bar double core aluminum radiator
Security Viper 5901 security system 2 way remotes 1 LED screen remote
Saturday, April 10, 2010
History of Toyota Supra
The Toyota Motor Company began life in 1933 as a subsidiary of textile company. After the second World War, Toyota released its first passenger car and in the post war Japanese boom, looked to the United States for sale of its reliable and affordable vehicles. In the 1960s, the company began expanding its product line up with the introduction of higher performance sportier models. By 1967 the comapany had released the 2000GT sports car which went on to become famous in the James Bond movie, "You Only Live Twice". In 1970, Toyota launched the Celica sports car to the Japanese market. Therefore it wasn't a huge suprise in 1978 when Toyota released a follow on its to its 2000GT sports car and called it the "Supra".
The Supra had a long and successful run, first as Toyota's economical "pocket rocket" and later as a full-fledged super-sports car. Between 1979 and 2002, Toyota produced millions of Supras that were sold around the world. By all estimations, the car was a huge success but by 1998 with declining sales, Toyota stopped exporting the model from Japan. And by 2002 it had ceased all production of the Supra. There is hope though that a future version of the Supra is just around the corner. It remains to be seen if Toyota will bring back this iconic machine as a pocket rocket or a super-car.
The Supra had a long and successful run, first as Toyota's economical "pocket rocket" and later as a full-fledged super-sports car. Between 1979 and 2002, Toyota produced millions of Supras that were sold around the world. By all estimations, the car was a huge success but by 1998 with declining sales, Toyota stopped exporting the model from Japan. And by 2002 it had ceased all production of the Supra. There is hope though that a future version of the Supra is just around the corner. It remains to be seen if Toyota will bring back this iconic machine as a pocket rocket or a super-car.
Prelude to Toyota Supra
Though not currently in production, the Toyota Supra remains one of Toyota's most popular models with performance enthusiasts. Available through much of the 1980s and '90s, the Supra was the company's flagship sport coupe.
Designed to be more of a grand-touring coupe than a hard-edged sports car, the Supra rewarded owners with its easy-to-drive nature and powerful engines. It also pioneered new technologies -- it was the first Toyota to get electronic fuel injection and the first Toyota in America to have both a turbocharged engine and antilock brakes.
Few people probably remember that the Toyota Supra actually started life as an enhanced-performance spin-off of the Celica. Known as the Celica Supra, this model was based on the old rear-wheel-drive Celica hatchback of the late '70s. Compared to its less-expensive sibling, the Supra featured an inline six-cylinder engine and more features. It first became its own distinct model in 1986 when the third-generation Supra debuted.
This third-gen Supra was when the nameplate really started to hit its stride, especially after the introduction of the Supra Turbo in 1987. But this was just a prelude to what would become Toyota's most convincing sports car to date: the fourth and final-generation Supra, which was one of the most exciting and affordable high-performance sports cars of the '90s.
Not only was the Supra Turbo a sensible alternative to European exotics, it also became an aspirational car for a new breed of import enthusiasts who found the turbocharged inline-6 extremely easy to tweak for massive increases in horsepower. Toyota discontinued the Supra for the U.S. market after the 1998 model year due to declining demand, but the car still remains a very popular used sports car. For many years, rumors of a fifth-generation Toyota Supra have swirled about. So far, however, Toyota has not announced any official plans for a replacement.
Most Recent Toyota Supra
The fourth-generation Toyota Supra was part of the Japanese muscle car revolution of the '90s. Sold from 1993-'98, it was a major step up from the previous-generation Supra in both appearance and performance. It was still a rear-wheel-drive two-door hatchback, and it still had a long sloping nose, but Toyota added some serious sex appeal by giving the body more curvaceous lines.
The base trim level came with a 3.0-liter 24-valve inline-6 engine that generated 220 horsepower and 215 pound-feet of torque. It was offered with either a five-speed manual or a four-speed automatic. More impressive was the Supra Turbo. Powered by a sequential twin-turbocharged 3.0-liter 24-valve inline-6, the Turbo produced 320 hp and 315 lb-ft of torque. Zero-to-60 times were in the low 5-second range. For the first time, the Supra looked and drove like an exotic performance car. And it came loaded with a number of standard features that were impressive for the day, including traction control, a limited-slip differential, 17-inch aluminum alloy wheels, a sport-tuned suspension and a six-speed manual transmission.
The fourth-generation Toyota Supra remained relatively unchanged throughout its lifespan. In 1994, the base model got a revised final-drive ratio for better off-the-line acceleration. The Turbo lost its six-speed manual for one year in 1996 due to emissions regulations (only the four-speed automatics were available), but regained it in 1997. That year also marked the Supra's 15th anniversary, and both trim levels received standard equipment upgrades, such as a rear spoiler and premium sound system. The Turbo also got polished alloy wheels and a removable sport roof.
If you are considering a used fourth-generation Supra, you probably know that both engines are strong performers and have acquired reputations for excellent reliability. The key to finding a good used specimen is knowing the car's history.
Many Supras have been extensively modified, but some modifications can be removed in order to make the car appear largely stock. Make sure you are confident that the car has not been previously abused before signing on the dotted line. Also note that due to the Supra's still-competitive performance and easily modifiable nature, resale values -- especially on turbocharged models -- are remarkably high.
Past Toyota Supra Models
In 1979, Toyota released the original Celica Supra, which was based on the Celica liftback. The Supra was longer and wider than the Celica, but the primary difference was the Supra's 2.6-liter inline-6 engine, which was the first Toyota engine with electronic fuel injection. In 1981, Toyota replaced the engine with a 2.8-liter single-overhead-cam inline-6. That year, Toyota also revised the final-drive ratio in the four-speed automatic transmission (a five-speed manual was standard) and offered an optional sport suspension.
The similar second-generation Celica Supra, released in 1982, featured a 2.8-liter dual-overhead-cam inline-6 that made 145 hp. For the first time, Toyota offered two trims: L-type and Performance. Mechanically, they were identical. The difference was in the bodywork. The Performance trim got fender flares, wider wheels and tires, and a sport interior. In 1984, Toyota made a few slight modifications to the engine, bumping power up to 160 hp, but the Celica Supra remained relatively unchanged until the next generation.
These first Supras are largely forgotten antiques at this point, but they may attract interest from nostalgic enthusiasts. Their reputation for durability means that a relatively low-mileage and rust-free model could be a decent purchase.
When Toyota changed the Celica to a front-wheel-drive car in 1986, it identified the Supra as its own model for the first time. Officially designated as a 1986.5 model, the third-generation Toyota Supra was equipped with a 200-hp 3.0-liter inline-6 engine. But at 3500 pounds, it was roughly 500 pounds heavier than the previous Celica Supra. Overall performance was not particularly thrilling. Less than a year later, however, Toyota added a 230-hp turbocharged model to the lineup, which was capable of running from zero to 60 mph in the mid-7-second range. Blown head-gaskets are a known problem on the otherwise dependable third-generation Supra.
1995 Toyota Supra 6 Speed Twin Turbo
A man after my own heart this week as we have Killian Cosgrave's beautiful white 1995 Toyota Supra Twin Turbo.
It's hard to believe that this car is 15 years old. Just goes to show that the Supra shape is timeless and they still look amazing in 2010.
Killian's white lightning is the highly sought-after six-speed manual model and has had quite a few modifications. This is his first Supra and he has owned it for nine months.
The bodywork has been treated to a full Do luck Aero bodykit. Killian's Supra also has Buddy Club P1 racing wheels with new Federal tyres all round. HKS parts feature heavily on this car with a HKS cat-back exhaust, HKS Front mounted intercooler, and HKS Electronic Boost controller.
Inside there is a Greddy Boost gauge/ oil temp gauge, Kenwood double din CD player with I-Pod jack, full closure alarm with remote start/turbo timer/ pager etc.
Killian had the car up at Couture autos last week for a dyno run where it made an impressive 353.9 bhp and 319 tf/lb torque running standard 0.7 bar boost. He is considering selling the Supra soon as he is an Toyota Corolla Twin Cam AE86 fanatic at heart and will be purchasing his second Corolla as soon as his Supra is sold.
He always wanted a Supra and will have another big power single Supra for track use but for now being only 23 the Twin Cam is the more viable option.
It's a pity to be letting such a nice Supra go but a Twin Cam Corolla is a nice alternative and at least it's still a rear-wheel- drive Toyota.
It's hard to believe that this car is 15 years old. Just goes to show that the Supra shape is timeless and they still look amazing in 2010.
Killian's white lightning is the highly sought-after six-speed manual model and has had quite a few modifications. This is his first Supra and he has owned it for nine months.
The bodywork has been treated to a full Do luck Aero bodykit. Killian's Supra also has Buddy Club P1 racing wheels with new Federal tyres all round. HKS parts feature heavily on this car with a HKS cat-back exhaust, HKS Front mounted intercooler, and HKS Electronic Boost controller.
Inside there is a Greddy Boost gauge/ oil temp gauge, Kenwood double din CD player with I-Pod jack, full closure alarm with remote start/turbo timer/ pager etc.
Killian had the car up at Couture autos last week for a dyno run where it made an impressive 353.9 bhp and 319 tf/lb torque running standard 0.7 bar boost. He is considering selling the Supra soon as he is an Toyota Corolla Twin Cam AE86 fanatic at heart and will be purchasing his second Corolla as soon as his Supra is sold.
He always wanted a Supra and will have another big power single Supra for track use but for now being only 23 the Twin Cam is the more viable option.
It's a pity to be letting such a nice Supra go but a Twin Cam Corolla is a nice alternative and at least it's still a rear-wheel- drive Toyota.
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