Lex Luthor

You have to bring your SC though...it's a prerequisite for attendance.

JPI...i'll post some when it gets here. AWJ...thx man, SP has small tip injectors which will fit the GE rail w/out machining...don't know the part number though, Larry got 'em for me, give him a call. Yeah, using the ge vvt-i head, SP completely redid it...new valves, valve job, machined it a bit, etc. Entire long block has zero miles on it (well, probably a mile or two from hours on the dyno already ). Lar assures me with the aem he'll get it to run mint despite the new injectors being almost 800cc. I'll keep you guys posted...have to have it together in time for my engagement party, couple of ppl will be there to check it out. You should take a drive up AJ.

SP fabbed a 12-tooth crank trigger setup and a cam trigger setup on the exhaust cam gear to sync to the AEM. Cool stuff. Everything went together great and Lar started the car today. We've decided to swap out the injectors for larger 75lb units...they'll be in on Mon, at which point they'll be installed and the car will be tuned on the dyno once again. Looks like it'll be all done next week. - Jon

The '98-00 VVT-i models had a weaker bottom end, but there are benefits to consider re: the variable valve timing. I think in this case it's best to follow AWJ's advice and do a search. For parts, www.sound-performance.com. As for compression, the factory 10:1 (10.5:1 on the vvt-i cars) is fine for low boost, if you want to run anywhere near a bar or more you can go with one Supra TT head gasket, stack two, or go with an aftermarket 2mm or 3mm HG. Don't like the S60R neurot?

Actually, OBD-II started in '96, VVT-i started in '98. The rods are much weaker on the VVT-i motors.

I think he's considering this because there aren't. One company has a kit and modifications required to run it are unclear, plus they haven't shipped a kit yet, so nothing is currently available from anyone. You can do that swap intense, but be prepared for the long haul. Better off selling it and getting an SC3 to turbo or swap a tt drivetrain into.

Tom, your biggest constraint will be packaging issues. I'm assuming you have the resources to fab the manifolds, but I think you'll find it easier to plumb two smaller twins, i.e. a pair of internally 'gated T28's.

The impedance does matter.

The '98-00 SC300 had tubular headers from the factory, find yourself a set with the cats intact, it will get you a few horses....I have it if you need...PM me if you like, I don't like to hawk parts on the forums.

I was not aware that HKS made a couple of exhaust systems for the Soarer / SC, can you provide a link?

Still debating which method of incineration...launching out the window @ 150, dousing in C-16 and lighting, sulfuric acid, running it over, crunching in a vise....or actually returning it. I spoke with Charles GReddy today and their tech e-man tech Kenji, they're sending my unit back to me with a note that states it may be returned. For the record, me and Lar where right...GReddy said there was nothing wrong with the unit, we made a little bet that they would say that, we had already ordered the AEM before waiting for their response. They had the nerve to tell me this was the absolute first time they ever heard of this, I told them I knew of a couple ppl so homey don't play that. Chris....i'll try to get you those pics tonight if I have some time.

True....matter of fact it should be noted that the VR4 and Evo both have the 4G63 motor and are both therefore capable of the same power potential. The 2JZ can produce more power but there is definitely something to be said for the ability to put that power down to the ground. Depends what you like, that's why there's more than one car manufacturer.

Just give me your e-mail Chris. And no, e-man crapped out on the dyno, AEM being installed as we speak, then we'll be done. soarer479, pretty sure most of us agree with you on that..just made a small revision to your post.

For me....i'd have to be running single digits to justify a cage, and anyone that wasn't making major power or competitively road racing one of these cars with a cage in it would be a poser in my eyes....but that's just me. Is that the Cusco, bean?

CT, sup man...I have no doubt you'll be a strong contender for that title. AJ...Lar's Supra now runs 9.0, driven to the track w/ the ac on. Black...you worry me.

bean...no cage, this will be my everyday driver, besides there's zero need for it. AJ...take a min and read up on the AEM C2DI ignition, it's lighter and far more powerful than the competition, Jason Siebels swears by it. As for following Ethan's path, definitely wasn't looking to, but the budget for this has skyrocketed. Didn't know you'd been to SP, glad to see they treated you right..when I call they know me by voice at this point. The lower boost runs netted almost 400rwhp, tuned very safe to preserve the new motor. Thanks for the support man. - Jon

A TT 6spd Supra only requires dp, exhaust, and EBC to run 12's. bean, most of the quicker mkiv's on stock twins run TTC. I can think of one mkiv that runs a 10.9 on stock twins and spray...low 11's on stock twins with no juice has been done several times. These coupes are over 3600 lbs, have a weaker trans, and no LSD. Lots of labour and cash are needed, a couple of you make it sound like it's cake. SW's car holds the record for quickest street SC300, whereas the quickest NA-T street SC300 was the Toyomoto car AWJ mentioned, that record was set about four years ago and still hasn't been broken, so it's not an everyday occurence.

It's easy to bugger up the nuts. Relieve the pressure, soak the nuts (don't say it), and make sure to get a good grip on the line with a spanner wrench before you attempt to loosen the filter. I had an SC where the fittings were already a bit chewed and knew i'd have a problem changing the filter. I ended up changing all the fuel lines from the rail to the tank....not fun.

After about 12 hours of tuning on the dyno (literally) and a few runs @ 10-14 lbs, SP started turning up the boost a little.......e-manage crapped out. It's no longer implementing the changes that are programmed into it. I threw up my hands and gave up on this project (not the first time :) ) and told Lar let's throw in the towel. He wouldn't give up so easy, so the e-man is going out the window (at speed :) ) and SP will be installing an AEM EMS and C2DI plus a couple other small things. This will be the first VVT-i car with an AEM (no plug and play for these applications). Big up to Lar for his dedication and professionalism....thx brother. Parts are all being sent next day, so they'll be in on Mon and will be headed straight into the car, i'll have an update next week. I'll have to toast Larry/Gary/Ivan at the wedding, also thx to Jason Siebels. For the record....not only is the e-manage an absolute piece of garbage, but GReddy tech support is the biggest bunch of jerkoffs i've had to deal with. Toshi is the worst of them, this guy needs an attitude readjustment, too bad he's not local. I won't be buying any more of their products. - Jon

The blocks and heads are swapable between each other, the 1JZ obviously has a half litre less displacement, and parts for the 2JZ are more readily available of course but both can be procured.

The brakes are pretty straightforward on the SC, however I suggest the use of the factory svc manuals for any work on these cars....your friend should purchase a set to have anyway for any future work.

Aries is the god of war...

You can use TT pistons, they're strong and reasonably priced. As for manifolds, check out SP's unit...it's ceramic-coated tubular stainless steel, not the cheapest but it's a real nice piece.

vvt-i started in '98 USDM, '97 JDM.

VGR, we don't do that here...please address your fellow LOC member with a little respect. Thank you.