 | SuperPlug
magnetic oil plug
 | pic of
plug at 62k miles (1st removal after installation) |
|
| single DIN head unit
| to allow the Defi control unit and perhaps a turbo timer
to be installed in the second DIN space |
| Alpine
CDP-7894 |
|
|
Defi gauges with peak-hold,
warning, and playback
| types
 | turbo |
| oil pressure |
| oil temperature
| use to measure transmission oil temperatures on the
automatic - switched to engine oil after 6spd conversion |
| Greddy Oil Filter Sandwich Adapter Type C - part
#12002734 |
| pictures (by Kapi)
|
| parts list (by Kapi)
| 3/8" NPT female tee |
| 3/8" NPT barb (x 2) |
| 3/8" NPT male <-> 1/8" NPT female adapter |
| 2 hose clamps |
|
|
| fuel pressure |
| exhaust temperature |
|
| use
Translator for this page:
http://www.nippon-seiki.co.jp/defi/ |
|
| insertion of fuel pressure gauge into stock system between fpd and filter
(or one could use these parts for fuel pulsation dampener bypass)
|
| Lotek triple
52mm (2 1/16") gauge pod (painted satin to match stock finish) |
| ball and spring "Grainger
valve" manual boost controller - mbc instruction
page
| fantastically quick spool |
| holds perfectly with very slight overshoot |
|
| Bruce
Nomura front radiator panel - keeps air from diverting over radiator
after fmic installation
| Mohd sells a better panel for half the price of the
Nomura panel - Mohd's
panel |
|
| HKS Type S FMIC
| hangs too low for the frontmost undercover to
mount without modification - here's a nice
solution by Brian Beezley |
| was able to attach all but the front five nuts on the
front undercover without cutting - tucks up just fine |
|
NAPA T-Bolt clamps
info |
|
| front tires: BFGoodrich
g-Force T/A KD's (245/45R17)
| combined with the 275/40R17 KD rears to provide
absolutely amazing dry handling |
| tire
speed rating info - a "Y" rating is better than
"Z" |
|
| HKS VPC - install
instructions
| possible chips
| JZA8018A - 6-Speed w/ Stock Injectors |
| JZA8018AT - Automatic w/ Stock Injectors (is the same
as the 6spd chip) |
| JZA8018B - 680 Injectors, Single Turbo Upgrade &
In-Tank Fuel Pump |
| JZA8018C - 680 Injectors, Single Turbo Upgrade, In-Tank
Fuel Pump & Camshafts |
| JZA2835D - 680 Injectors, GT2835 Turbo Upgrade &
In-Tank Fuel Pump <- SP has
best luck with this chip on singles |
|
| useful to vent blow off valve to atmosphere, non-metered
idle air control, remove
stalling from sudden throttle lifts (yes, I was returning the bov to the
intake and it *still* stalled with the stock mass air flow meter), future injector size compensation, etc. |
| *update fixed the stalling when lifting from light
throttle! :) |
| alternative: dual MAF (here dual
MAF instructions) |
| turbo side of engine bay pics: before
after |
| allows K&N filter to be placed on the IAC (filter
62-1360) |
|
|
SP built transmission
| slightly harder shifts but not bad at all for daily
driving |
| handles the power nicely under boost |
|
|
SP
Level 2 torque converter (4k rpm stall)
|
Kapi's pics of the new triple plate
lockup by PI |
| dramatically reduces the lag, still nicely streetable
but a bit rough when unlocking at light throttle |
|
| B&M tranny cooler - to disperse the
additional heat from the high stall torque converter |
| 275/40R17 rear tires - BFGoodrich
g-Force T/A KD's
| fantastic dry grip albeit poor wet grip (when in
standing water) |
| lots of road noise |
|
| TRD 1.3kg/cm^2
radiator cap (stock is 1.1kg/cm^2)
| raises coolant boiling point by approximately 8.5
degrees F (3 degrees F / psi) |
|
|
GReddy Type R blow-off
valve - photo
with different size return adapters
| previously tried the Type S but it allowed compressor
surge |
| venting to atmosphere caused stalling upon throttle
lift |
|
| Do-Luck rear floor-board strut - pics
| seems to help the mushy top off feel but doesn't remove
the problem |
|
| T62 Turbo custom kit - here for
install page
| Garrett
T62 with a .58 A/R turbine housing - by Turbo
Specialties |
| HKS manifold (has about 6 hours worth of porting done to it) |
| Turbonetics
Racegate |
| Aeroquip stainless oil feed and return lines
with all the fittings to go into the block
|
| custom downpipe - heat wrapped |
| intake with K&N cone filter |
| K&N filter on exhaust side PCV
(filter 62-1000) |
|
| coolant change to high water bias
| it had so much Toyota red coolant that it was actually
syrupy; granted it is not a modification but I gained between
10 and 15 percent (.1 - .15 kg/cm^2; 1.4 - 2.1psi) more boost at the
same solenoid duty cycle level on 93 octane (I assume this was due to a
lack of timing retard) |
| rule of thumb is ~12.5 rwhp / psi of boost; so I estimate
the increase to be 17 - 25 rwhp for a total of 380 - 390rwhp on 93
octane; the car accelerated noticeably stronger |
|
| Cusco rear strut tower bar - here
for Kapi's tech article
| Perhaps the reason TRD doesn't make one is because it's not
needed? there seems to be a beefy brace already there. pic1,
pic2,
pic3 |
| makes very little difference in normal driving |
|
| TRD front strut tower bar
| front end feels much firmer in turns and over bumps |
|
| KYB AGX four-way adjustable shock
absorbers (designed for Supra
TT's with Eibach
Lowering Springs)
| ride feels wonderful! much better rebound control |
| should be installed at the same time as Eibach springs |
|
| !Exhaust Gas
Recirculation (EGR) mod and block-off
plate |
|
 A'PEXi AVC-R boost controller
| set
at 1.3 kg/cm^2 ~= 18.5psi |
| nice functionality but the display is one of the best and worst
features - hard to find a good spot to mount the controller |
| can be hooked up to alternatively monitor injector duty
cycle and rpms by installing a switch |
|
