dandan

Yep, agreed. I thought you were making some reference to the kit itself.

In whay way Chris?

Is this filter accessible chaps? I'm sure i read a post a while ago about backflushing the PAS system bu I can't find it now. Anyone help?

Who's rollers was that Paul and if you don't mind me asking what cams and valve sizes were you running and what revs did you get (let's say) 1.3 or 1.4bar in 4th gear? (If you can remember). Sorry for the hijack Jake!

Yep, I appreciate that Terry. All taken on board. I know Ian's is a fairly low mileage motor and well cared for too. It certainly seems to be holding up nicely and seen as i won't be pushing that much power that's a nice "safety blanket". (Pushing me towards installing my single into my car with the engine as is). Editted: I see you've got a safety blanket too Ian!! Out of interest what boost and rpm does your engine get pushed to and are you on stock rod bolts? However, if starting from scratch with a full strip down, inspection and rebuild the condition of all parts should be spot on. Anything not perfect shouldn't slip through. I was wondering where the limit of certain stock components actually lies. For example... Can the stock main or big end shells actually handle 700bhp for XX,000miles and is this at the manufacturers recommended clearances? Tweaking an extra half a thou here or there may make all the difference to oil supply in certain scenarios that we will never know about. Will the stock piston happily put up with 30psi and 8000rpm assuming no det? These are the things that will make the more experienced 2JZ engine builders stand out as the most reliable and this sort of knowledge can only come with experience. No harm in doing a little digging though to see what may well be common knowledge somewhere. Any searches on SF are a little fruitless as they're all talking of 800bhp. Mention reliability on 550bhp or less and you almost get laughed at for being so foolish as to think there's ever a component in this engine that could fail below 600bhp. It's the guys who don't post up about their failures that hold the key, not the keyboard tuners regurgitating third hand opinions. Points taken on board and rest assured the tuning will be spot on. ps Did you get my email Terry?

I think there may be a few different "camps" on this subject. 1. Supraforums fans who believe the bottom end can take anything we throw at it, fullstop. No holds barred. 2. Those who have appreciation that they may be on the edge of reliability (perhaps not knowing which component is the next weak link) but they are happy to see how things go and deal with a rebuild if needs be. 3. People who truly know when certain components are at their limit and design their engine build to suit appropriately, upgrading economically where necessary to suit their requirements. 4. Those who believe almost all stock components must be replaced as a matter of course, anything other than a full set of aftermarket rods, pistons, rings, bearings, flywheel, valve gear etc is suicide. With engines I have worked on in the past I'd like to think I have always been in group 3 (creeping into 4 where there's any uncertainty) but that's due to great familiarity and experience with those particular engines, knowing what is and what isn't a problem. Having not really got into the nitty gritty of pushing a 2JZ to its limits - I am a mix of 2 and 4 at the moment and looking for the sensibles compromises that can be made. Basically gathering as much first hand information off people as I can.

Any thoughts guys?

Jake, I don't think you wasted £80. Always better to know where you stand than taking someone's word for it. Good luck...

Chris, Whan you say plastic ford engined V6, are you referring to a Noble. Please don't tell me your decatted auto was a quicker track car than one of those machines? Mucho respecto if that's the case!! PS I like to track my Mini as I couldn't afford a smash in the Supe - and modifying the Mini is easy and cheap and you don't need much space to work on it. 120bhp in 550kg is reasonably quick!

What's the reason? Was there something wrong with it before or are you tidying up scratches or something?

I sure I read that it still had a second cat in. In fact I definitely did as it struck me as a little "different". Looks like a little investment in some serious mapping is in order. Keep us posted on the results once it's done.

Gents, I have been trying to find out where people seem to think the limit is regarding certain components in the stock bottom end and have a few specific questions. I am pricing up a sensible rebuild of a spare motor I have with the intention of having an ultra reliable 500-550bhp road car at the end of it, combined with a good single kit, and all associated parts fuel and ign wise. I will be replacing oil and water pumps, piston rings, rod bolts, valve springs and top caps, and consumables like flywheel bolts, gaskets etc. I'm 50:50 on the con rods themselves at this point and looking into this further. Head will be mildly ported and tidied up in the combustion chamber/squish area. Not planning going up a valve size at the moment as I've found little justification for a road car pushing under 550bhp although this is one area (along with cam choice) I have not explored fully yet. These questions assume ultra clean working environment and true blueprinted rebuild conditions - we're not talking about 100,000 mile old engines pushed to breaking point. Basically I'm looking to establish which parts needs replacing when aiming (with a bit of headroom) for a potential 600bhp capability from a reliability stand point. No more than 8000rpm max. When I mention studs/consumables I'm thinking new parts, not re-used obviously. Stock main and big end bearings. Stock main studs and nuts. Stock head studs and nuts. Stock pistons and ring set. Stock wrist pins. Front crank damper/pulley. Stock valves and collets. Editted: Let's throw the stock rods in for discussion too, with and without upgraded fastners. If you've had any experiences with any of the above failing or perhaps know anyone who's stripped a motor and something has been just about hanging on about to go - I'd like to hear about it. Dan

Nice little write up. Not the sort of thing I'd imagine many people would do off their own backs - well done.

I've not come across anything in any Supra related forums that's for sure. In all fairness I doubt there'd be any huge gains even on 1000cc/min injectors on our 3litres. I am working with a system which will control low imp all day long without resistors and wondered about implementing something similar if there were good reasons to do so. However, there's 3 different settings that all need software optimizing - doing it without software would be a bit too "clunky" and to be fair another piggyback is never a good thing. Anyway, I'm running 750cc injectors on a 1400cc 4cyl motor - PWM and accurate control means she idles and tips in/out like a dream though. It just got me thinking that's all. Terry, slightly OT, how much for a set of 680 or 720 in high/low impedence?

Anyone got any ideas on this?

pm sent

Awesome Simon sounds good. What have you done to your car to get that 0-60?

I guess (like everyone) I've just got used to the acceleration and now want more. Rather than playing around with 600cc bikes I want to have a laugh with some faster machinery. From what I've been told by people I should be able to blitz my bpu spec car with a good single kit - and that is appealing! Also, I'm not keen on running the sequentials at 1.15-1.2bar and just feel like I may be pushing them a bit. I'd like to get involved in some track action too and see the small single route as a little less complicated and possibly a bit more tractable and predictable. And.... I'm really looking forward to doing the work!

As above. Anybody got any spare they want to give away or sell real cheap? Dan

Cheers again guys - I'll send Burt a pm as well. I'm still digging and gathering info. Keep any performance related comments coming.... UK brakes (albeit they were factory/dealer fitted in Japan) all round.

Thanks for these comments guys and thanks for that detailed reply Alex. I realise what you're saying Terry about tweaking each of those units, taken on board. e.g. Significant difference between a 0.67 and 0.81 A/R on a 67 from what I have found - the 0.81 not being to my tastes! I know Terry's car is a real monster but that has a few tweaks init that mine wouldn't like the vvti, valcon intake cam, extra rpm capability with the rods and bolts, 4" mid/downpipe and exhaust, special GT35R/T61 turbo etc I think if I rode in that I might then end up a little disappointed with a "stock" T61 conversion. Terry - Would your car be significantly quicker than Alex's old T61 car or any of the other guys running 1.4bar max from the standard T61 setup with 3" pipes and no cam changes? Let's assume we're not talking budget manifold kits here. To be honest I like the idea of the T61, I need more power and pull from well under 100mph really, that's the real aim. If you took a real strong bpu car running 1.2bar with fmic, perfect mapping and all the mods necessary to extract full potential from the stockers and compared to a T61 (as before, well setup etc) or even for argument's sake a T67 car how would it hold up. Let's say 0-60, 40-100 and 70-130mph. Not concerned with the 130mph plus performance really - I'm guessing the single will be quicker up there anyway. Are we talking an embarassing difference in performance - enough to make the bpu look a little poorly? So who lives near Gloucestershire and happy to take me out for a spin?

Great idea James! Gloucestershire. I am interested in people's thoughts on the sort of performance I am after though and whether my aims are realistic.

Will you split them Phil?

Guys, I am about to purchase a single turbo kit (small turbo size) and would really appreciate some feedback on the sort of performance you guys are gettin from your cars on pump fuel so I can see if my expectations are a little unrealistic. Please can you post up your opinions related to my "requirements" from the car and whether they seem realistic from a T61 turbo sized single kit, with decent injectors, intercooler and ecu control, stock J spec cams.... Basically I don't want to end up with a lag monster but by the same token I don't to spend the money and end up with something that my bpu car would give a good run for its money. My car is a 6 speed and I am looking for ultimate street performance. At the moment (with steel turbined stock turbos) I have to brake boost to get anythinkg like a fast enough pick up to keep with 600cc bikes under 80mph. Over 100 these bikes are not a problem. My car is quick at the moment (BPU level), I can pass M3's from a 40 roll by about 85 and have outpulled Audi RS6's, VX220 turbos etc and 600cc bikes over 80mph... However I am looking for the kind of performance that will be breathtaking between 50 and 120 mph. I want the car to be lively at the lower speeds as well as a reasonable gain up top. I have never been above about 145mph so do not need 190 or 200mph potential from the car really. The majority of my driving is under 110-120 so that is where I should be looking for the gains I think. I think my benchmark wants to be something that will completely destroy the likes of M3s, RS4/6s, and then be able to outpace a 996 turbo or a BMW M5/M6 at almost any speed and put a real challenge to a few super bikes in the 70-140 range. Am I being unrealistic here do you think? Anyway, if you think your car slots into this kind of performance description then please post up and say so with a rough outline of your performace mods. Or if you feel I'm asking too much from the little 3 litre then please say so too. Many thanks and much appreciated. Dan

Glad you got it sorted James. Dan