Engine Parts that Fail on a Supra

[Luxluc]

The way people tune their Supras is changing. It all used to be about headline power levels, but now people understand that on our roads it's all about 'area under the torque curve', responsiveness, reliability and usability.

 

On my local roads (which I suspect are similar to yours) I doubt anything much over 500hp would be useable.

 

I agree with you mate.

 

What needs to be considered though is that turbo technology has evolved impressively over the last 5 years. Back in 2008, 800+ bhp were only achievable through a big and laggy turbo. However, the latest turbo creations will give you great spool with crazy power levels. Today, you can have a turbo that spools up nicely from 3000rpm on, gives full boost at 4k and yet can get you close to a 4 figures power level.

[j_jza80]

But that technology also applies to smaller turbos, so you can get an even more responsive setup by downsizing.

[Luxluc]

But that technology also applies to smaller turbos, so you can get an even more responsive setup by downsizing.

 

True .. but a superfast spooling torquey setup will give you traction issues.

 

I had exactly that issue with my first single setup (60mm turbo on stock cams) ... it spooled so early and fast that the tires didn't hook up that great. I prefer positive and progressive boost above 3000rpm instead of an explosion around 3.2k.

[johnny g]

I agree with you mate.

 

What needs to be considered though is that turbo technology has evolved impressively over the last 5 years. Back in 2008, 800+ bhp were only achievable through a big and laggy turbo. However, the latest turbo creations will give you great spool with crazy power levels. Today, you can have a turbo that spools up nicely from 3000rpm on, gives full boost at 4k and yet can get you close to a 4 figures power level.

 

And also the progress on ECU's. Syvecs has moved the Supra on lightyears. Simply with the safety trips, fine AFR tuning and safety features. Closed loop knock control has saved more engines than you can imagine.

Years ago, injector failure = toasted engine; now it'd shut down while you replace the injector and go again (generally).

Speaking of injectors, ID and ANSU injectors have aided the quality of the fuel pattern which helps combustion. Lots of small advances and some large ones = huge progress for the 2JZ.

Edited November 5, 2014 by johnny g (see edit history)

[Luxluc]

And also the progress on ECU's. Syvecs has moved the Supra on lightyears. Simply with the safety trips, fine AFR tuning and safety features. Closed loop knock control has saved more engines than you can imagine.

Years ago, injector failure = toasted engine; now it'd shut down while you replace the injector and go again (generally).

Speaking of injectors, ID and ANSU injectors have aided the quality of the fuel pattern which helps combustion. Lots of small advances and some large ones = huge progress for the 2JZ.

 

[WayneW]

Built engines seem to cause more issues than they solve.

 

Totally stock, unopened engine running 500-600hp is the Supras 'sweet spot' IMO.

 

J_jza80 do you mean that once you open the engine even for rebuilding it stock this is not the same ? Will Never be as reliable as a stock unopened engine ?

Edited November 9, 2014 by WayneW (see edit history)

[dangerous brain]

J_jza80 do you mean that once you open the engine even for rebuilding it stock this is not the same ? Will Never be as reliable as a stock unopened engine ?

 

I think the main thing with an engine that has many miles on it is it has settled. The components have bedded in against each other and those that didn't fail have found a sort of symmetry. You throw in a whole bunch of new components and it unbalances the engine. There is then a chance that a new component won't quite bed back in with another component and it will adversely affect the wear rate of those components or another one near it.

 

The other aspect is that no matter how anally clean a rebuild is, it is inevitable that some tiny foreign object will make it inside an engine somewhere be that a fluid or a solid object and where that foreign object ends up can cause detriment to an engine. Purpose built engine reconditioning facilities with fully proven procedures and components can and do reduce the risks but there is good reason we used to put rebuilt helicopter engines onto the test bed for robust shake downs and that is on gas turbine engines where all of the parts only ever go in one direction, the compression is gradual and constant as is the temperature in the heat effected parts.