OK guy's mane boso sa ma cumpra 1 Toyota supra 96 N/A
ma haja e KM @ 140.000 km. Kiko mi ta bay hasi cu e supra? Wel mi ta bay boost e prome(pero nada BIG) despues mi ta bay restore e full pero restore lo bay dura mi hopi tempo mes paso 1 parts add the time mi por cumpra . E luna aki cu ta bin mi ta bay cumpra su wheel bearing nan asina mi ta keda bay te ora mi keda kla asina mi cumpra 1 parts nobo of mi hasi algo cu e supra mi ta update boso nan.
Wel awe mi no por a wanta mas ma bisa mi mes dia cu ma cumpra e supra e no ta nada erg. Mas e dia nan a pasa cu mi ta wak e mas e twt traha riba mi wel awe ma bisa tabasta!
aki boso por wak con hopi e ta lanta cu e traha riba mi Aki ma los e kaka paso mi no por a wante mas Aki ma lijm e cu Bison kit si boso tin 1 lijm mas miho laga mi sa(Bison kit mi twt na mi cas) Awo mi ta bezig ta warda e pega bn hope e pega bn anto Aki ma gewoon los e full pa mi no hode nada
Wel bon trabou i good joice pa un project well mi tin bon expriencia cu e 3M™ Super 77™ Multipurpose Adhesive bo ta hane na napa eta mane 19 florin pa un blei simino ta kiboka i bo por huse pa pega tapeit isolatie tur cos dies spuit e na tur dos banda die e materiaal ku ta pega na otro i lage seca hope it helps btw e ta hopi fasil pa husa i e ta mas limpie cu bison
Btw kinan ta splica e diffesrencia entre e GTE i e GE
E 2jzge ta casi mesun blokie ke 2jzgte solamente e internals nan ta cambia e tin high comp pistons e head i intankemanifold ta otro i connectorrods mas fini e ge.Bo lo tin di baha e compresion , block safe limits por want riba stock intrenals i bon getunned 400+ HP
Locual mi a conclui ta cu si bo bay pasa 450 hp bo lotin di upgrade bo tranny.
stock tranny can hold plenty of power without breaking if it is done right!
The 2JZ-GTE originally powered the Toyota Aristo V (JZS147) in 1991 before becoming Toyota's flagship performance engine in the Toyota Supra RZ (JZA80). Its mechanical basis was the existing 2JZ-GE, but differed in its use of sequential twin turbochargers and an air-to-air side-mounted intercooler. The engine block, crank, and connecting rods of the 2JZ-GE and 2JZ-GTE are the same with the exception that the 2JZ-GTE has oil spray bars installed in the block to aid in cooling the pistons. Toyota's VVT-i variable valve timing technology was added to the engine beginning in September 1997, whence it phased out the original engine. Consequently, maximum torque and horsepower was raised for engines selling in all markets.
The addition of twin turbochargers, jointly developed by Toyota with Hitachi, in sequential configuration had raised its commercially-cited output from 230 PS (166 kW, 225 hp DIN) to the, then, Japanese auto industry maximum of 280 PS (206 kW, 280 hp DIN) at 5600 rpm. In its first appearance, torque was advertised as 44.3 kgm (435 Nm, 320 lbft) to be later recited as 46.4 kgm (455 Nm, 335 lbft) with the introduction VVT-i in 1997. The mutually-agreed, industry-wide output ceiling was enforced by Japan's now-defunct Gentlemen's Agreement, exclusively between Japanese automakers selling to the Japanese domestic market. For North American and European markets, power was raised to 320 hp DIN (229 kW) at 5600 rpm.
The export version of the 2JZ-GTE achieved its higher power output with the use of newer stainless steel turbochargers (ceramic for Japanese models), revised camshafts, and larger injectors (550 cc/min for export, 440 cc/min for Japanese). The mechanical similarities between the Japanese-specification CT20 turbine and export-specification CT12B turbine allow interchangeability of the exhaust-side propeller shaft. Additionally, the export-exclusive CT12B turbine received more durable turbine housings and stainless steel turbine and impeller fins. Multiple variants of the Japanese CT20 turbine exist discretely, which are identified with the B, R, and A part number suffixes (eg.: CT20A).
The 2JZ-GTE engine is popularly associated with Nissan's RB26DETT due to their similar mechanical principles and auto racing pedigree. It remains as the only engine ever developed with the distinguished purpose of competing with Nissan's flagship touring car powerplant.
GTE has oil squirters
GTE has thicker/better rods
GTE has lower compression pistons
GTE has a different port position head, as well as flow design
GTE has a different intake manifold
GTE has a water coiled oil filter housing
GTE has the p/s pump mounted in a different position
GTE has 2 cam sensors
GTE has no vvti (american spec)
GTE is not drive by wire
GTE uses different motor mounts (interchangable dependent on year)
GTE uses a different lower girdle/oil pan, oil pump sump and oil level sending unit
GTE uses a different oil pressure sending unit
GTE uses a fuel return system
Un comentario riba e post di Seven, e rods nan riba e GE y GTE ta mesun cos, block y crank ta mesun cos entre nan 2 tambe. Bo por bisa den e shortblock, e pistonan so ta otro.
Si ta ami mi lo swap e motor pa un pre-97 Aristo engine cu su ECU. Boost e riba e stock twin turbo haponesnan ta biba rustig den bo power level 300-400hp. Swap e camsnan pa un set mericano cual ta mas agresivo (in stock kinan na cas). Pone un piggyback fuel computer mane un APexi SAFC. Si nan danja, bo ta swap nan pa un set di twin turbo mericano pa $500, cual ta wanta mas boost y ta mas robusto.
Pero ja bo por check cu DR. NA-T Williams e por guiabo pa hasi bo NA turbo.
Pabien cu e auto AmericoRZ. 450whp can be done at relatively little cost, y e set up lo ta bon pa algun 100 mas cu mods additional (fuel/tunning)
Grumpy wrote:Un comentario riba e post di Seven, e rods nan riba e GE y GTE ta mesun cos, block y crank ta mesun cos entre nan 2 tambe. Bo por bisa den e shortblock, e pistonan so ta otro.
Yep y corda cu e piston di e GTE NO TA forged nan ta mesun typo di castin cu e GE. Solamente e GTE tin coating adittional y compression mas abow.
young daddy wrote:BTW Miho manera pa boost e Auto ta pa pone un 2JZ GTE den djele
Common misconception den mi opinion. Vooral entre e GTE owners/fans. Believe it or not e GE tin varios advantage compara cu e GTE.
Claro, "e miho manera" ta depende di bo definition di kiko ta "miho." Reliability ta mescos. HP to $, GE wins up to ~700whp, pa mas HP e GTE ta cuminsa sera e gap den cost. Tambe e GE tin mas custom work. GTE ta mas bolt on den HIGH HP goals.
E weak point di e GE no ta e motor, e ta e transmission/gearbox. Dus si bo ta sonja cu 1000whp bai cu un GTE, it ta mas facil pasobra tin mas cos cla caba pa e GTE, pero no lubida e transmission/gearbox pa bai cune, otherwise it's pointless.
Great minds discuss ideas, average minds discuss events, small minds discuss people.
AmericoRZ wrote:Guys ami ta bay pa entre 300hp pa 400HP mi no ta bay BIG bo por bisa miho 350hp lo ta bn pa jega, esey ta mi meta the rest restore e supra full.
You really think that,don't you!? Ora bo jega ey...ta 1000hp bo kier e ora
Bai sve riba dje...enjoy it,drive it,no pone para pa anja nan just pe boost.
Ora bo tin tur bo parts nan checklisted,e ora bo por dal bai....check cu Blitzsoup...basta experience ey.
