Jellybean

Not blaming you ha ha Was just disappointed with the quality ; My friend Ian has the ARC rad , not too sure what mine is but its copper and 3 core and quality is worlds apart I was also reading up abput the other aluminium rads 2-3 times the price as ASI and they also people are also surprised with quality considering the price I reckon they are all made in China, a lot to be said for EU and US fabricated items but everything seems to be made in China , designed in the UK

That's what I have john, read your threads!

Just got a ALU Rad, I don't know if this is normal for Aluminium rads but the cooling Fins on it are like tissue, paper has more rigidity. Is that normal ? The Rad cap is fairly sticky getting it on and off, compared to my copper rad , the quality of an Aluminium rad just doesn't seem to match up Reading about the brands, Koyo, Fluidyne, PWR, Mishimoto ; alot of hit and miss on quality I think a Griffin Rad might be the only option http://www.titanmotorsports.com/grfor94su.html

Hi Lee What price is it to get the top rad hose setup?

http://www.mkivsupra.net/vbb/showthread.php?296231-Ireland-Supra-20th-Anniversary&p=3730551#post3730551

Irish one is Sunday

Hey I have a rad leak, enough for it to loose about 300 ml in about 3-4 mins; I have a new rad on order but supra 20th anniversary is on Sunday The trip is about 400 miles round trip, any adverse affects using holts rad weld type products Don't want to block area's in the cooling system that shouldn't be blocked and damage the engine pushing my luck

Anybody have any experience with these, they get excellent reviews and seem a reasonable price http://en.wikipedia.org/wiki/Nokian_Tyres http://www.tyrereviews.co.uk/Tyre/Nokian/

thanks guys , yep TRD widebody 295 30 R19 from 275 35 R19, I will will check clearance with the 275's, if in doubt I will stick with the 275 but nearly sure they will have enough room; just dont want to make the handling even worse

I have 10.5 rears on the car , ideally 275-285 is the width with 295 as max; would putting a 295 on there have any adverse affects other than on my wallet? I am going for a 295 because I am a big kid and 295 rear tyres look better than a 275 the 295'a are only 40 euro more

Might be useful info for you Interesting OsGiken Install Issues http://www.supraforums.com/forum/showthread.php?693386-OS-Gilken-Diff&highlight=osgiken+LSD+install This has to do with proper installation of the OS Giken Super Lock LSD and a mod that is apparently required for some JZA80 diffs to make it fit right, but it's not clear to me what diffs need this mod. On their site http://www.osgiken.net/techcenter.php Long story short, the actual axle stubs that Toyota used with these differentials have a surprising amount of variety, considering the consistencies everywhere else in the car. For instance, when installing a clutch type LSD in a Supra or Soarer that came with the 200mm diff and a factory LSD, the axle stubs from LSD-equipped cars are slightly too long for a proper fit with a TRD or other clutch type LSD. For the most part, this is usually taken up by tolerance creep between parts and no problems are experienced, and the tension from the installed axle halfshafts themselves usually keeps the axle stubs in place, but this sometimes becomes problematic when wheelhop, etc, is experienced and the axle stubs actually pop out just enough to induce a gear oil leak, and because of that possibility, many LSD makers list a need for the factory Toyota OPEN differential axle stubs to be used when installing a clutch type LSD. Since the 220mm diff as found in the pre-'minor change' JDM 6-spd TT models (which includes ALL of the US TT 6-spd's and European delivered TT big diff vehicles, I should mention) always came with a Torsen LSD, the axle stubs are also slightly longer than would be used with most clutch type LSD's. The TRD LSD was probably designed to accommodate those stock axles, but because of possible fitment issues, OS Giken has published this just in case a tolerance issue arises and those axles have occasion or cause to pop out under wheelhop conditions, etc. As long as your LSD is working normally and no leaks or problems with the axle stubs popping out has been experienced, I'd say you're probably just fine. But if you go back into the diff for any other reason, probably wouldn't be a bad idea to take the stubs to get milled down as shown in the pics to ensure that it never becomes a problem later on. Cliffs: If you've got a clutch type LSD in a 220mm diff, and you're experiencing an issue where the axle stubs pop out after hard launches, high speed pulls, or after wheelhop, and thus cause an oil leak, pull both axle stubs and have them milled in accordance with the pictures. The TRD LSD was probably designed to accommodate the stock axle stubs though. If you're installing an OS Giken Super lock into a 220mm diff, you might as well have your axles modified 'while you're in there' during the installation. The modified axles will not affect the stock torsen LSD should you chose to revert to the OEM Torsen for any reason. OsGiken Super Lock LSD **Not too sure if the output shafts are modified? Output Shafts: http://www.rhdjapan.com/toyota-oem-differential-output-shaft-24020-aristo-supra-soarer-60904 LSD: http://www.rhdjapan.com/os-giken-1-5-way-super-lock-lsd-spec-s-jza80-jzz30-jzz31-uzz30-60873 Brand: OS Giken Product: Super Lock LSD Spec-S 1.5 Way JZA80 JZZ30 JZZ31 UZZ30 Part Number: D-TD102061405-S PRODUCT NOTES: - Required for all vehicles: Toyota OEM Output Shaft (41309-24020) x2 needed for installation COMPATIBILITY NOTES: - JZA80: Only for Vehicles before 5/96 Interesting On http://www.osgiken-jp.com/eng/products/superlock.html Part Number: D-TD102061405-S notes except '93/5 to '96/5 6spd According to Whifbitz website http://www.garagewhifbitz.co.uk/index.php/os-giken-lsd.html http://www.garagewhifbitz.co.uk/index.php/toyota-differential-side-shaft.html Toyota Differential Side Shaft for 6 speed 1993-1996 cars. Used on auto and VVTi cars when fitting an aftermarket LSD, not required on 1993-1996 6 speed cars though.

Thanks Lyndon/ Ian for the help ; get her fixed, turned out the throttle position sensor feed wire from the boost controller was routed under the ECU retainer Frame; over the years the wire was getting crushed by the frame ; cut it out and re-soldiered , routed it safely away from anything. All working fine now. Nice day over here yesterday, so took her for a pin to wash her , ready for a the 20th anniversary meet the weekend; was putting on the car cover to find a small stream of coolant ; Murphy's law, never had a problem with her in 6 years and 4 days before the anniversary everything is going lol I dont think she wants to see other Supra's I think it is the seam weld were the OEM temp sensor goes into the rad is corroded , will get her on a ramp tonight so fingers crossed I can make it the weekend, If we have to, overnight parts from Japan Thanks again for the help

Can I get a price delivered to Dublin Ireland and if I get an undertray too Thanks

she started fine and cut out after I put the ecu cover back on, took it off again and noticed the Japan wiring is not the best,Map sensor ecu wire need a solder, started fine again, the tested all the wires on the ecu by pressing/small tugs, working fine, car was still running, put the cover back on the ecu, car is spitting the petrol out the rear now, just cranking, no error codes

Thanks Ian , its cramped down there! Not looking forward to it! I was getting very irate last nite lol So would you suggest I start with the grounds , I can only see three pins on the schematic Pin 69 ECM Ground Pin 79 Power Ground Pin 80 Power Ground

Thanks Lyndon Please! That would be great [email protected]

http://www.mkivsupra.net/vbb/showthread.php?35919-ECU-Pinouts Just looking at the Pin outs for Jspec , pin 62 is Turbo Pressure sensor, pin 41 is TPS and Map Feed Just a bit confused how pin 62 is MAP sensor signal or the difference between pin 41 and 62?

Thanks Lyndon, its the MAP sensor signal ; which makes sense the code 31 So is this incorrect? http://www.mkivsupra.net/vbb/showthread.php?232824-J-Spec-Engine-Harness-Connector-Details You don't happen to have a list of what wire colors are X signal?

Hey Issue: If a passenger was in the car and pressed on the footwell area the car would nearly cut-out, so I wanted to take a look before I headed up north for the 20th Anniversary I disconnected the battery,took up the carpet and found the ECU cover was loose; so I tightened up the two 10mm bolts! Put it all back together! Reconnected the battery and she was misfiring / Over fueling, Got Engine Code 31, took off the cover again and found the Black wire with Yellow strip was disconnected, re-connected , started and she seemed fine. Did a check of the harness , looked good. Put everything back together, Car wont start, just cranks Boost controller (Apexi AVCR) stays on Engine light , stays on very dim and the symbol to the right of the door Open (looks like overheating symbol) Slip cont is a Lime/yellow colour Questions The obvious, Any suggestions? The Black wire with Yellow strip on the middle ECU block , from reading on here is a fuel pressure signal wire or airbag check signal; I didn't think this would cause a Misfire/ Over fueling? I taught it might be the Alarm but the boost controller staying on etc put me off that idea I had to stop working on it last night because it was 12.30 am and the exhaust is too loud. So I didn't try see if it has any new engine codes but the battery was disconnected and not too sure if the ECU will store any codes because it is just cranking and not firing. Just looking for what the best way to tackle this and members experience of what I am seeing

I did an MPG test Maxol fuel Q: I was using Maxol yesterday and for the last few months , 95 octane plus 5% ethanol supposedly around 97 octane rating, I was getting about 18.5 mpg , 80% Motorway driving! I switched switched back to Texaco (95 Octane) and I am getting 28-29 mpg, same 80% motorway and spirited driving. can anybody explain why or if they get the same on their Supra's? I am running the stock Toyota ECU, BPU

FROM WORLD CRISIS TO WORLD STAGE The international oil crisis in the autumn of 1973 prompted many manufacturers to suspend all motorsport activities. Toyota, however, continued to promote its motorsport development within the touring car field, a temporary refocusing that brought success in the Fuji 1000km race that year with the Celica Turbo. This very crisis was instrumental in the decision to produce official performance components for the road-car market. The opening of this new sales avenue, combined with Toyota’s desire to appeal to a wider marketplace, led to Tosco being renamed as Toyota Racing Development in 1976. The intention of TRD remained the same, however; to expand Toyota’s motorsport activities worldwide and to develop and sell motorsport-derived performance accessories. A key strategy in that respect was the establishment of a second base in North America, from which it would be more efficient to make an assault on the world stage. TRD USA was inaugurated in 1979 and was setup as a division that could operate almost autonomously with full engine design, development and assembly facilities. THE GREAT EIGHTIES The early part of the Eighties saw TRD consolidate its support of domestic private teams and club racers. Soon afterwards, world championships for Group A touring cars, Group B rally cars, and Group C sports cars saw Toyota vehicles compete in all disciplines, sometimes in partnership with affiliated teams such as TOM’S and DOME with their endurance racers. The Supra Turbo was particularly successful in Group A, while the durability and pace of the smaller Corolla and Celica coupes saw Toyota become an increasingly dominant force in the World Rally Championship. This overseas rally campaign, however, was handled by Toyota Team Europe (TTE), a similar but entirely separate entity to TRD. Meanwhile in North America, TRD USA was making great strides within the International Motorsport Association (IMSA) GT Series with its own Celica Turbo spaceframe racer. Though it had been competing in the series since 1982, continual refinements led to a triumphant win in 1987 after a close battle with Chevrolet. It marked the first time that a Japanese manufacturer had won a championship in the GTO class. A GOLDEN AGE The early Nineties marked a golden age for Toyota in the World Rally Championship under the directorship of TTE. For TRD Japan, the early Nineties was famous for the launch of the factory supported Toyota Team TOM’S entry into Group C1 endurance racing. Designed, developed and produced by TRD, the Toyota 90C-V was a carbon fibre monocoque racer powered by a turbocharged 3.2-litre V8 engine, the latest in a long line of Group C racers from Toyota. Hardworked 90C-V models took part in the All Japan Sports Prototype Championship, the World Sportscar Championship, and at the Le Mans 24-Hour — all in the same 1990 season. Looking at their series successes respectively, the 90C-V won its AJSPC debut at the Fuji 500km race, came fourth in the WSC season opener at the 480km of Suzuka, and one of three entrants in the Le Mans campaign finished a creditable sixth place. A more attainable form of TRD-developed circuit racing arrived in 1990 with Toyota’s sponsorship of the Atlantic Championship, a North American formula race car series in the open-wheeled category. TRD supplied high-performance 1.6-litre four-cylinder kit engines and modified 16-valve cylinder heads for the series that together delivered a phenomenal 240bhp at 8700rpm and could rev up to 12,000rpm. Toyota’s sponsorship deal lasted all the way through to 2005 and the 4A-GE engines it supplied are now highly sought after. The result for Toyota Team TOM’S at Le Mans improved considerably with a second-place finish in 1992 in the new TS010 racer. The TS010 was mounted on a new TRD chassis design and standardised 3.5-litre V10 engine specification that complied with new Group C sports prototype regulations. This position was consolidated two years later when the 94CLM also secured second place in the 1994 Le Mans race. During this period, the IMSA series in the USA was dominated by Dan Gurney’s Eagle Toyota Mark III, while in Japan the end of Group A touring car racing opened the way for the new All Japan Touring Car Championship (JTCC). TRD’s involvement in developing the production 2.0-litre Corona and Chaser saloons led to wins in 1994 and 1998 respectively. RACE-TO-ROAD FORMULA Further track excitement was delivered when the All Japan Grand Touring Car Championship, or JGTC, was authorised to simultaneously replace both the Group A and Group C series in Japan, thereby adopting a two-tier ‘GT300′ and ‘GT500′ supertouring formula. Toyota debuted its Supra-based works competitor in the fourth round of the opening season (1994) but had previously displayed a sensational road-going TRD 3000GT concept at the Tokyo Auto Salon aftermarket show earlier that year. Wearing the same widened and wind-tunnel-honed bodywork as the GT500 Supra, the components soon became available as dealer-fit options. Supra models with the full TRD 3000GT package are extremely rare today, spawning numerous replicas from body kit manufacturers within the aftermarket. - - - Updated - - - This race-to-road formula was repeated again in 1998 with the release of the TRD 2000GT, a wide-bodied second-generation MR2 that replicated the shape of Toyota’s GT300 competitor. Only 35 cars were produced by Toyota Technocraft, all of which wore a specially numbered TRD VIN plate, and all of which are extremely rare and sought after today. Once again, many unofficial body conversions have been produced to replicate the car’s broad-shouldered stance. TRD’s efforts in domestic motorsport were rewarded many times over in the late Nineties, winning the GT500 class of the 1996 JGTC in the Toyota Team TOM’S Supra, and achieving three consecutive Driver and Team championships in the JTCC. This latter feat was celebrated with the launch of a special edition Toyota Chaser TRD Sports model, which once again echoed the appearance of the touring car. In just under three years, this model recorded phenomenal sales of 3000 units. At a more grassroots level, TRD’s sponsorship of the Netz Cup, a one-make race series using the first-generation Toyota Vitz (Yaris), offered an opportunity for the public to buy race-prepared and road-legal Vitz TRD-MSB (Motor Sport Basic) models. These models were extracted from the official production line and delivered to TRD headquarters to receive a seven-point roll-cage, limited-slip differential, 11,000rpm rev counter, shift light, recorder box and uprated suspension bushes. Very few examples of these vehicles have been seen outside of the domestic market. THE NOUGHTIES AND BEYOND While TRD Japan had been kept busy developing competitors for a handful of domestic race series and the production of race-derived, special edition road cars, TRD USA had been experiencing a slower upward trajectory, balancing its support of both on-track and off-road series. Growth came in the early Noughties, however, with TRD USA engineers designing and building the V8 Tundra and V8 Camry engines for their respective NASCAR series. TRD’s first Indy car win occurred in June 2000, while in 2003 a TRD-powered Indy car won the most famous of all American races, the Indianapolis 500. The North American branch then continued its incredible repertoire of victories, including within the NHRA’s Funny Car series, Daytona Prototype championship, and USAC sprint cars. Such high-profile involvement in motorsport led to the release of a number of enhanced, TRD-badged versions of US market production vehicles. Over the course of its existence, Toyota has put increasing emphasis on sharing the expertise of its racing division with customers. Within the UK, that push was initially exemplified with the launch of the GT86 TRD, the first model in this country for which official TRD parts have been used to create a specific production model grade. Time will only tell whether further TRD projects, such as the incredible GT86 Griffon concept displayed at the 2013 Tokyo Auto Salon, will also come to fruition.

March 26th, 2013 Joe Clifford Toyota Racing Development, or TRD, is Toyota’s in-house motorsport preparation and road car tuning department. It was officially established in 1976 but its roots can be traced back another 19 years to Toyota’s landmark entry into the world of competitive motorsport. This in-depth review helps to tell its story. MOTORSPORT IN ITS INFANCY Toyota was the first Japanese car manufacturer to compete in motorsport, campaigning the grueling Round Australia Rally in 1957. Its entry into the race came at a time when Japan was in the middle of a remarkable economic recovery after World War II. Even so, the car industry across the country was in its infancy. Vehicle export numbers could be measured in a few hundreds, while demand in the home market was for small, three-wheeled vehicles, trucks and buses. Tiny numbers of road cars were being made because few people could afford to buy them. Finally, manufacturing quality was lagging behind that of imported cars. Because of these factors, interest in motorsport within Japan was limited to a privileged few. Nevertheless, when the Japanese consulate in Australia made a request through the foreign ministry for Japanese auto manufacturers to compete in the country’s famous rally, Toyota responded. Shotaro Kamiya, president of the Toyota Motor Sales Company, encouraged the effort, observing “there will be no progress if you fear failure.” Under the umbrella of Toyota Technocraft, the manufacturer’s recently established bodywork department, a new motorsport branch called Toyota Sports Corner (or Tosco, see the logo above) was established. Its first task was to prepare a production Toyopet Crown Deluxe model for the 19-day endurance contest in Australia. Laden down with spare parts and extra fuel, the four-door saloon tipped the scales at 1700kg and produced a scant 48bhp with which to tackle the 17,000km course. Aside from slight damage to an engine intake valve, the Tosco-prepared Crown completed the epic journey without any major mechanical problems. Drivers Kunio Kaminomura and Koujiro Kondo crossed the finish line in 47th position (86 started and 34 failed to finish), securing third place among the foreign entries. Buoyed by this success, Toyota entered another Toyopet Crown in the Yomiuri Round Japan Rally the following year (1958). Driven by Yukiyasu Togo and his wife Misako, the pair won the event outright. BUILDING MOMENTUM The next target for the Tosco team was to prepare cars for the inaugural Japanese Grand Prix in 1963. In a display of how quickly enthusiasm for motorsport had increased within the domestic market, 150,000 people gathered over the course of the two-day event. Eleven races took place that weekend, consisting of touring cars and GT cars divided into categories according to engine size. Toyota’s entrants — a 2.0-litre Crown, 1.6-litre Corona, and 700cc Publica — were victorious in each of their respective classes. The following year, every domestic car manufacturer was represented in the Japanese Grand Prix in the form of works teams and private entries. After its debut at the Tokyo Motor Show in 1965, Tosco oversaw the construction of the legendary Toyota 2000GT by its Yamaha Motor Corporation subsidiary. It then prepared an example for the model’s motorsport entry at the 1966 Japanese Grand Prix, hosted at the newly completed Fuji Speedway track. The car came third overall. Another two 2000GTs were developed into bespoke convertible models for the James Bond film You Only Live Twice, while further examples were prepared for endurance races throughout 1966 and 1967. Famously, one Tosco-tuned 2000GT set three new world speed records and 13 international class records in October 1966, running for 78 consecutive hours around the Yatabe Test Course. It averaged over 206km/h and clocked up an incredible 15,000km during this period. Using experience and technology derived from the 2000GT endurance racers, Tosco once again joined forces with Yamaha and built Toyota’s first purpose-built race car, the Toyota 7. Featuring a new 3.0-litre V8 twin-cam 32-valve engine, the 7 debuted in the 1968 Japanese Grand Prix and came eighth overall. Though impressively powerful for the time, its 300PS output was simply not enough to compete with the dominant Porsche- and Chevrolet-powered cars. The following year the engine was replaced with a 600PS 5.0-litre V8, which blasted the 7 to third overall in the 1969 Grand Prix, while for 1970 Tosco had further evolved the V8 into a revolutionary twin-turbo and 800PS powerhouse. With this installed, the car was renamed the Toyota 7 Turbo and secured its place in history as the world’s first turbo-engine racing car. Unfortunately, however, forthcoming emissions policies and changing specifications for grand prix racing meant that the latest and greatest 7 never raced competitively.

The boost junkies is not precut and only 25 GBP delivered Maybe see if any of there other kits suit? it has all the ID's listed in the kit

The Boost Junkies Supra kit has the wrong ID hose sizes if you are tempted to get it

Diddo!