^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
^^^                                                                         ^^^
^^^                                    _______                              ^^^
^^^                                  ,'         - _                         ^^^
^^^                        ________,'__________>>>   - _ ^                  ^^^
^^^                    , '                               |                  ^^^
^^^               ~I~ I~I \ / I~I ~I~ .~.  _  I\/I I~I I~\ <~               ^^^
^^^                I  I_I  |  I_I  I  I~I     I  I I_I I_/ _>               ^^^
^^^                    `---\__/----------------\__/----'                    ^^^
^^^                                                                         ^^^
^^^                       P O S T I N G S    May 1995                       ^^^
^^^                       ---------------------------                       ^^^
^^^                                                                         ^^^

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From: aarndt@sirius.uvic.ca (Aaron  Arndt)
Subject: 22RE + Tacoma - did it ever get answered?
To: toyota-mods@cyberspace.cyberauto.com
Date: Mon, 1 May 1995 00:39:04 -0700 (PDT)

(sorry bout that dumb list request i accidently mailed to wrong address
folks..)

but on another topic.. there was a thread bouncing around here a little
while ago (2 days?) where someone was curious whether this new tacoma
v6? engine would fit in a celica.. did this ever get answered?  (boy would
i love to find out :)

Brett - '83 Celica GT Coupe (presently in driveway with most body mouldings
off and covered in bodywork)

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From: Mark Sink - Imonics Development 
Date: Mon, 1 May 1995 10:46:31 -0400
To: toyota-mods@cyberspace.cyberauto.com
Subject: Re: new engine?!?

> From: Wade Chan 
> Date: Fri, 28 Apr 1995 23:30:04 -0700
> To: toyota-mods@cyberspace.cyberauto.com
> Subject: new engine?!? 
> 
> I would like to know if it would be better to add a 
> supercharger to my 4AG
> non-supercharged MR2 or to get a whole new engine entirely? I 
> understand that the 4AGZ has a different block?!?  Which would 
> be more economical new or add a sc?
> 
> Thanks,
> Wade

I've yet to hear of any of the above being done. Lots of talk and hopes,
but yet to hear of a succesfull attempt. Of the 2, swapping engines would
probably be your best bet, but even that isn't that simple. I've heard you
need to swap from the engine all the way down the driveline to the axles, clutch
, gear box, all that mess. And even that may be easier than FINDING a 4AGZE to
begin with.

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Date: Mon, 1 May 1995 13:29:51 -0400
From: Josh Daynard 
To: toyota-mods@cyberspace.cyberauto.com
Subject: New Member Info - JOSH DAYNARD (fwd)

---------- Forwarded message ----------
Date: Fri, 28 Apr 1995 11:44:39 -0400
From: Josh Daynard 
To: toyota-mods-owner@cyberauto.com
Subject: New Member Info - JOSH DAYNARD

Hello toyota-mods-people,

My name is Josh Daynard, I live in Owings Mills, MD, go to school at the 
University of Maryland Baltimore County, and work at the National Oceanic 
and Atmospheric Agency in Silver Spring, MD as a computer programmer.

I am the pround owner of a pearl white 1987 Toyota Supra Turbo Targa.

Mods include:
-recently rebuilt engine (at 120k) with thermal barrier coating by SWAINTECH
 on pistons.
-HKS Super Power Flow air filter.
-HKS Electronic Valve Controller for adjustable wastegate control.
-HKS Vein Pressure Converter to bypass the mass air sensor(removed) and 
to adjust the air-feul mixture from in-car.
-Custom Turbo designed and built by Michael Levitas of Turbo Performance 
Center in Glen Burnie,MD (see recent issue of TURBO magazine for a 
picture of him and his twin turbo Porsche).
-Polished turbine housing.
-HKS intercooler
-HKS large fuel injector upgrade
-HKS metal head gasket
-HKS boost gauge
-HKS PFC_FCON - fuel computer
-HKS fuel cut defenser
-HKS 3" diameter turbo exhaust
-HKS upgraded tems controller
-Tokico 3-way adjustable shocks
-Eibach springs
-BBS wheels
-Cool Carbon carbon-kevlar brake pads
(thinking about getting the whole Brembo brake set)
-various stereo stuff - CD changer, subs, amps, blah, blah

That about does it.  I love this car, and as far as street cars go, it's 
faaaast.  It runs the quarter in about 13.3 on a cold day with street 
tires, all accesories, subwoofers, etc.

I don't really have a direct topic or question right now, I'm just 
looking to connect with people who have made or are intersested in making 
similar mods and want to discuss the various trials and tribulations and 
fun rewards that are involved. (one of my favorites is the ability to 
blow away most wastefully large displacement American offerings out 
there. I think that it's hilarious that they need 5.7 liters to put out 
only 275 horses in the camero when my 3.0 liter engine puts out around 
400hp.)

I hope there are more people like me out there who are totally addicted 
to performance as I have many anecdotes/questions to tell/ask.

Josh
school:jdayna1@gl.umbc.edu
work:daynard@thunder.nws.noaa.gov

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Date: Mon, 01 May 1995 14:25:00 -0700 (PDT)
From: Adrienne Mora 
Subject: RE: new engine?!?
To: toyota-mods-owner 
Cc: Toyota Mods 

Hi there.

I've got a SC MR2 and I'm rebuilding a 4AGE as well.  As I understand (and 
please forgive me if I get something wrong cos I'm still learning) is that 
yes the block is slightly different from the earlier MR2's but I'm not sure 
if they're different from the 88-89 MR2 (non SC).  _Apparently_ the earlier 
(85-87??) engines were stronger/heavier that the later ones.  The pistons 
are different .... they're forged and make a rattling kinda sound on startup 
that is characteristic of forged pistons.  The compression ratio is also 
lower ... about 8.5:1 or so rather than 10.X:1.  There will also be more 
sensors for the computer to fiddle with so a new wiring loom and computer 
are probably needed.

Ummm, what else??  I'm not sure what else is different as i've only pulled 
apart the 4AGE and not the 4AGZE in my car!! : )

I hope this info helps

Ade
AdeM@wairc.govt.nz
New Zealand
'86 SC T-Top MR2
 ----------
> From: toyota-mods-owner
> To: toyota-mods
> Subject: new engine?!?
> Date: Friday, 28 April 1995 11:30PM
>
> I would like to know if it would be better to add a
> supercharger to my 4AG
> non-supercharged MR2 or to get a whole new engine entirely? I
> understand that the 4AGZ has a different block?!?  Which would
> be more economical new or add a sc?
>
> Thanks,
> Wade

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Date: Mon, 1 May 1995 17:19:31 -0500 (CDT)
From: "Darin C. Ginther, DCG9381@Zeus.tamu.edu" 
To: toyota-mods@cyberspace.cyberauto.com
Subject: New motors

   During my difficult quest to find a performance cam for my 1990 V6
Toyota 3.0L 4x4, I stopped by the local Toyota dealer in search of a 
cam sprocket tool.  Not suprisingly, they didnt have the tool I was looking
for and they said that they couldnt order it.  Oh well.  Anyway - I 
met a Toyota mechanic that talked to me about NOT putting a cam in my
truck because he said that I would not be able to find the correct size
shims for the valvetrain if I put in an aftermarket cam... 

His suggesstion was that I install the new 3.4L 190hp motor that was currently
in the T-100 and new Tachma (sp?).  He told me that the motor mounts were the
same and that the bell housing for the tranny were the same.  Anyone have
any actual information on this as a possible swap?  The new motor was a lot
smaller physically, but is a lot more powerful.. Looked like a good idea,
but how about $$$ cost?

I think I have made my decision - I have experience with what I consider to be
one of the best motors of all time: Fords 5.0L HO  (roller) motor.  Gobs
of torque, easy to workon, great fuel injection system.. Plus the kits
seem to be fairly easy to install... This seems like the only reasonable 
alternative to trying to get 200hp out of that damn 3.0L V6 that almost no
one makes parts for.

Comments?

-d.ginther

dcg9381@zeus.tamu.edu

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Date: Mon, 1 May 1995 20:35:39 -0400
From: Chris Myer 
To: toyota-mods@cyberspace.cyberauto.com
Subject: Cheaper way of putting 200 hp into your toyota

Forgo the Boss.  Get an 18RG!  Jeff at Toyz Unlimited told me he can
get low mileage 18RG's for not too much.  And they're easily pumped
to 200 ponies.  And they'll fit your truck without craming it in and
cutting out the firewall.

Chris

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From: "Aaron Buhr" 
Subject: Re: New Member Info - JOSH DAYNARD (fwd)
To: jdayna1@cyberspace.cyberauto.com (Josh Daynard),
Date: Mon, 1 May 1995 20:37:16 -0400 (EDT)

> Hello toyota-mods-people,
> 
> My name is Josh Daynard, I live in Owings Mills, MD, go to school at the 
> University of Maryland Baltimore County, and work at the National Oceanic 
> and Atmospheric Agency in Silver Spring, MD as a computer programmer.
> 
> I am the pround owner of a pearl white 1987 Toyota Supra Turbo Targa.
> 
> Mods include:
> -recently rebuilt engine (at 120k) with thermal barrier coating by SWAINTECH
>  on pistons.
[clip]
> 
> That about does it.  I love this car, and as far as street cars go, it's 
> faaaast.  It runs the quarter in about 13.3 on a cold day with street 
> tires, all accesories, subwoofers, etc.
[clip]
> 
> I hope there are more people like me out there who are totally addicted 
> to performance as I have many anecdotes/questions to tell/ask.

     Hi Josh!  Pleased to meet you.  I'd like to hear any tales you can
tell, whether informational, amusing, or whatever.  I've got a 1990
Toyota Supra Turbo that I've done some mods to (sorry for the WOB for
folks who've already seen my list :) ):

	-HKS VBC
	-HKS 75mm exhaust
	-K&N air filter
	-Turbonetics-modified CT26 turbocharger (Super-S compressor wheel,
	 clipped exhaust wheel, machined housing)
	-disabled EGR valve (prob. not much performance gain, but
	 really improved the idle)
	-Precision Power 240W amp, 4 4" Boston Acoustics, 6.5" Bazooka

     All told, those are probably good for about 315 hp.  As long as
I'm here, I'll fill everyone in on my upgrade plans.

     I've decided to go ahead and get the new HKS EVC, for a couple
reasons: it has a built-in boost gauge, which I'll need for future
upgrades, and because I am getting tired with having to keep tweaking
the VBC for max performance (if I settled for 90% I wouldn't have to
tweak it).  Chris, I would have liked to give you the business except
for a couple things: you're gone, and I want it ASAP, and since you're
in FL I'd have to pay $50 sales tax, as opposed to going California
mail-order.  I expect that'll raise me to about 330-340 hp, due to
being able to get the boost set right on the fuel cut-off boost limit.
My current VBC has more coarse adjustment, plus the boost spiking,
both preventing me from getting the max possible boost before fuel
cut-off.

     Next week I'm having the HKS 1.2mm metal head gasket put in,
timing belt changed, several seals replaced, etc.  I don't expect that
to change performance much but it's virtually necessary for going
further with my upgrades.

     Those'll use up my next two paychecks, so I'll wait until next month
for the next upgrade:  a Spearco intercooler.  That should get me up to
about 360-370 hp, plus it should also lower engine temperature, which
helps prepare for the next step.

     After that, things go a bit vague.  The next thing to do is raise 
boost again, but in order to do that I have to get a new/upgraded fuel
computer, possibly larger injectors, possibly extra fuel pump, and 
definitely a fuel cut-off defeat.  The options then are:

	1) The Techtom Mighty Map setup Dave spoke of.  Dave, any more
	   info on that?  As I understand it you have to have an
	   experienced technician tune it for your car, and I have no
	   idea who would be close to Florida who could do that.
	2) The HKS solution:  PFC F-CON and Fuel Cut Defenser, possibly
	   including the Vein Pressure Converter.
	3) Superchips (wait Chris, don't scream yet!) here in Florida,
	   the aftermarket chip maker.  Apparently they will now do custom
	   ROM programming, according to their ad in the latest Turbo 
	   magazine.  I wouldn't put a chip meant for a stock car in my
	   modified car, but if they'll do custom programming they can
	   set up the fuel computer to match my mods, plus remove the
	   fuel cut-off and raise the rpm limit.

    Any of those options may include getting larger injectors (probably
550cc; anyone have any more info on getting replacement injectors?) and
an in-line fuel pump (anyone have info on that too?).

    All comments appreciated!

Aaron B.
1990 Toyota Supra Turbo, white, targe, 240W, ~315hp

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From: "Aaron Buhr" 
Subject: V8 into '82 Supra
To: toyota-mods@cyberspace.cyberauto.com (Toyota Mods ML),
Date: Tue, 2 May 1995 09:33:27 -0400 (EDT)

   Oh, I almost forgot!  I talked for an hour and a half with the guy
who's going to do my head gasket swap (he's an ASE master tech and a
Toyota master tech so I believe he knows what he's doing), and he mentioned
that he is currently doing another project:  transplanting the LT1 V-8
engine from a (wrecked) '94 Camaro into an '82 Supra!  Apparently the
Supra owner just graduated and got a job with TI so he's spending 10 grand
on this project.  :)  Anyway, I told him that I know I'd heard here on
the internet of someone else who'd done something very similar.  Anyone
out there have any solid info on what's involved in putting a Chevy V-8
in the '82-85 model Supras?  I'd be very appreciative, since I could pass
the info on to him and hopefully he'll give me a break. :)  Thanks!

Aaron B.

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Date: Tue, 2 May 1995 09:42:31 -0400
From: Josh Daynard 
To: supras@cyberspace.cyberauto.com
Cc: Toyota Supras ML ,
Subject: Re: Supra mods

> 
>      Hi Josh!  Pleased to meet you.  I'd like to hear any tales you can
> tell, whether informational, amusing, or whatever.  I've got a 1990
> Toyota Supra Turbo that I've done some mods to (sorry for the WOB for
> folks who've already seen my list :) ):
> 
> 	-HKS VBC
> 	-HKS 75mm exhaust
> 	-K&N air filter
> 	-Turbonetics-modified CT26 turbocharger (Super-S compressor wheel,
> 	 clipped exhaust wheel, machined housing)
> 	-disabled EGR valve (prob. not much performance gain, but
> 	 really improved the idle)

can you tell me more about this, like what it did to improve your idle, I 
have problems with rough idle as well, will doing this help?

> 	-Precision Power 240W amp, 4 4" Boston Acoustics, 6.5" Bazooka > 

Cool, another supra with PPI power, I have two PPI amps concealed under a 
false bottom in the hatch.  One is a 4 x 50 Watter driving the KEF's up 
front and the kenwoods for rear fill, and the other is a 2 x 75 clean Watts 
driving the two 10" JL Audio subs hidden in the spare tire well.  I wanted to
have subs, but I still wanted to be able to fit the targa top in the 
back, so this was the solution for me.

>      All told, those are probably good for about 315 hp.  As long as
> I'm here, I'll fill everyone in on my upgrade plans.
> 
>      I've decided to go ahead and get the new HKS EVC, for a couple

If you're talking about the new digital EVC, it's awesome.  I have the 
old one, but I've seen this one in action, and it is sweet!  Life will be 
much easier for you compared with the VBC, as you will have total 
control of boost levels while you are driving in addition to getting 
better turbo response. The scramble boost control feature is also very 
nice, allowing you to set optimal boost settings for specific RPM's.

> reasons: it has a built-in boost gauge, which I'll need for future

I would still recommend having an external boost guage to monitor the 
higher than stock boost pressures I assume you will be running.  You will 
probably want to install the EVC somewhere slightly concealed, ie. under 
the dash on the drivers side, in the console, in the glovebox, and you 
won't be able to see the boost pressures all the time.  I watch the boost 
gauge in my car more than anything else, except maybe the road,, and I 
have it mounted on the top center of the 
steering column.  This will become critical when you start to run at 15 
psi or more, because overboosting can be very dangerous of course, and 
you will want to watch the guage carefully..

> upgrades, and because I am getting tired with having to keep tweaking
> the VBC for max performance (if I settled for 90% I wouldn't have to
> tweak it).  Chris, I would have liked to give you the business except
> for a couple things: you're gone, and I want it ASAP, and since you're
> in FL I'd have to pay $50 sales tax, as opposed to going California
> mail-order.  I expect that'll raise me to about 330-340 hp, due to
> being able to get the boost set right on the fuel cut-off boost limit.
> My current VBC has more coarse adjustment, plus the boost spiking,
> both preventing me from getting the max possible boost before fuel
> cut-off.
> 
>      Next week I'm having the HKS 1.2mm metal head gasket put in,
> timing belt changed, several seals replaced, etc.  I don't expect that
> to change performance much but it's virtually necessary for going
> further with my upgrades.

definitely, I found this out the hard way!

> 
>      Those'll use up my next two paychecks, so I'll wait until next month
> for the next upgrade:  a Spearco intercooler.  That should get me up to
> about 360-370 hp, plus it should also lower engine temperature, which
> helps prepare for the next step.

A good intercooler is critical!, I have the HKS unit and it made a 
huge difference in performance.  I'm guessing this extra cooling of the 
charged air resulted in at least an 50hp jump at 15psi of boost.  It was 
a very tight fit though, hopefully the Spearco unit comes with good 
piping as well and is not as difficult to install.

> 
>      After that, things go a bit vague.  The next thing to do is raise 
> boost again, but in order to do that I have to get a new/upgraded fuel
> computer, possibly larger injectors, possibly extra fuel pump, and 
> definitely a fuel cut-off defeat.  The options then are:
> 
> 	1) The Techtom Mighty Map setup Dave spoke of.  Dave, any more
> 	   info on that?  As I understand it you have to have an
> 	   experienced technician tune it for your car, and I have no
> 	   idea who would be close to Florida who could do that.
> 	2) The HKS solution:  PFC F-CON and Fuel Cut Defenser, possibly
> 	   including the Vein Pressure Converter.
> 	3) Superchips (wait Chris, don't scream yet!) here in Florida,
> 	   the aftermarket chip maker.  Apparently they will now do custom
> 	   ROM programming, according to their ad in the latest Turbo 
> 	   magazine.  I wouldn't put a chip meant for a stock car in my
> 	   modified car, but if they'll do custom programming they can
> 	   set up the fuel computer to match my mods, plus remove the
> 	   fuel cut-off and raise the rpm limit.
> 
>     Any of those options may include getting larger injectors (probably
> 550cc; anyone have any more info on getting replacement injectors?) and
> an in-line fuel pump (anyone have info on that too?).
> 
>     All comments appreciated!

As you know from my posting, I have the VPC, PFC-FCON, Fuel cut defenser, 
larger injector combination and I swear by it.  The turbo really comes 
alive with this combo. The VPC allows you to remove the restrictive mass 
air meter and then the turbo can suck some major air.  The only thing I 
don't have is an upgraded/extra fuel pump and I'm thinking of getting 
one.  The people at HKS say that they have supra's running 19psi of boost 
on the STOCK fuel pump doing 120mph through the quarter mile traps 
without running out of fuel.  This is not my experience, though.  I have 
to turn up the "gain" on my VPC to nearly the max setting to get enough 
fuel to run in that boost range, and that still doesn't seem to be enough 
sometimes.  I don't know if my pump is not performing up to specs, but I 
think that I will eventually get an upgraded one. - any ideas?
This combination of upgrades can be done in "stages" as I'm sure you 
know.  I started with the PFC-FCON and the fuel cut defenser and was very 
happy for a while.  Then, as my insatiable hunger for more power grew, I 
added the VPC and the injectors.  WOW.  My car now runs so strong at 
around 12 psi now that I don't need to turn it up to its full potential of 
19psi too often, unless it's worth wasting the gas.(ie. blowing away 
mustangs lost its appeal long ago, it's too easy)  :-) 

> 
> Aaron B.
> 1990 Toyota Supra Turbo, white, targe, 240W, ~315hp
> 

Enjoy,
Josh

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Date: Tue, 02 May 1995 08:24:00 -0700 (PDT)
From: Adrienne Mora 
Subject: FW: new engine?!?
To: Toyota Mods 

I think the brakes are also bigger on the SC model.

Ade
AdeM@wairc.govt.nz
New Zealand
'86 (Jap import) SC T-Top MR2 (Daily Driver .... button clutch ... 
lowered/adjustable suspension with custom top plates up front .... mags ... 
mad woman driver in front seat!!!  ; )
 ----------
From: mh
To: AdeM
Subject: Re: new engine?!?
Date: Monday, 1 May 1995 08:12AM

>
> I've got a SC MR2 and I'm rebuilding a 4AGE as well.  As I understand (and 

> please forgive me if I get something wrong cos I'm still learning) is that 

> yes the block is slightly different from the earlier MR2's but I'm not 
sure
> if they're different from the 88-89 MR2 (non SC).

The blocks are the same for the 87 and later model years - ie late
86 production dates as I am told.  I have not looked at them directly
to compare..  Once you move over into 87, the cranks, rods etc are
beefed up with a bigger rod journal.  And, yes, in the SC version,
the pistons are forged/lower compression.  This is not to mention
some of the breathing parts, like intake, throttle body, etc..

> The pistons
> are different .... they're forged and make a rattling kinda sound on
startup
> that is characteristic of forged pistons.  The compression ratio is also
> lower ... about 8.5:1 or so rather than 10.X:1.

There will also be more
> sensors for the computer to fiddle with so a new wiring loom and computer
> are probably needed.
>
The entire electrics set of specs are different, so you will need
to convert over the the SC EFI system.. More sensors, like knock will
be added.

Another point to consider is that the transmission and axle assemblies
are much beefier on the SC car. Finally, the suspension is much improved
on the later (87 - 89) model years.  The car is just as quick, but
is much easier to drive at the limit with the tail out.  With the
145 to 180 HP you can easily extract with the SC version, you will
have a much more difficult time enjoying anything more than the straightline
acceleration!

My opinion, BUY a SC car and modify it from there!  >

Good luck,

Marc  86 ITA road race car and 88 SC street car owner!

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Date: Tue, 02 May 1995 08:34:00 -0700 (PDT)
From: Adrienne Mora 
Subject: RE: New Member Info - JOSH DAYNARD (fwd)
To: Toyota Mods 

 ----------
> From: toyota-mods-owner
> To: toyota-mods
> Subject: New Member Info - JOSH DAYNARD (fwd)
> Date: Monday, 1 May 1995 01:29PM
>
> ---------- Forwarded message ----------
> Date: Fri, 28 Apr 1995 11:44:39 -0400
> From: Josh Daynard 
> To: toyota-mods-owner@cyberauto.com
> Subject: New Member Info - JOSH DAYNARD
>
> Hello toyota-mods-people,
>
> My name is Josh Daynard, I live in Owings Mills, MD, go to school at the
> University of Maryland Baltimore County, and work at the National Oceanic
> and Atmospheric Agency in Silver Spring, MD as a computer programmer.
>
> I am the pround owner of a pearl white 1987 Toyota Supra Turbo Targa.
>
> Mods include:

[snippity snip .... a HUGE list of very impressive mods and other stuff ...]

Josh, I may (or maynot) speak for the other single women on this list when I 
say ....

ARE YOU MARRIED AND CAN I HAVE YOUR BABIES???????

Darn, I hate living 3,500,000 kms away from everyone else on this list 
sometimes

Ade
'86 SC T-TOP MR2

xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx

From: "Scott, Dan" 
To: ToyMods 
Subject: Spring Has Sprung.....
Date: Tue, 02 May 95 09:15:00 PDT

The grass has riz....
I wonder where my suspension is?

Well I know where it was, it was on my '88 Celica Alltrac. Any way I am 
looking for new springs/struts and wheels and tires. Does anyone have any 
experiences to share in any of these areas. I've got the TRD sheet on the 
car and they list a complete suspension kit for the car at ~$820.00. That 
includes springs ( K=4.0 front, K= 3.6 rear), struts and bushings. I don't 
know what the original K for the springs are but it is probably less. Does 
anyone know how these would compare to Eibach/ Koni? As for wheels, well the 
stock ones are 14" and I would like to stick as big as I can on the car 
without changing the original final diameter ( 14" + 205/60r14). Anyone who 
has driven one of these cars knows that they are heavy and could use more 
rubber and a stiffer suspension. Any suggestions would be greatly 
appreciated.

Thanks
Dan Scott
'88 Celica Alltrac ~82k miles

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From: Mark Sink - Imonics Development 
Date: Tue, 2 May 1995 12:26:28 -0400
To: toyota-mods@cyberspace.cyberauto.com
Subject: Re: Spring Has Sprung.....

----- Begin Included Message -----

well the 
stock ones are 14" and I would like to stick as big as I can on the car 
without changing the original final diameter ( 14" + 205/60r14).
Thanks
Dan Scott
'88 Celica Alltrac ~82k miles

----- End Included Message -----

Enter current tire width: 205

Enter current aspect ratio: 60

Enter current wheel size: 14

Enter +/- speedometer error @ 70 MPH: 2.5

Enter largest wheel size you would like: 17

Enter widest tire you would like: 255

            Side wall    Tire      Actual     Percent
Tire Size    Height     Radius   Speed @70     Error
-----------------------------------------------------
205/60 14    123.00     300.80     70.00       0.000
205/55 14    112.75     290.55     67.61       3.408
215/60 14    129.00     306.80     71.40       1.995
215/55 14    118.25     296.05     68.89       1.579
205/55 15    112.75     303.25     70.57       0.814
205/50 15    102.50     293.00     68.18       2.593
215/55 15    118.25     308.75     71.85       2.643
215/50 15    107.50     298.00     69.35       0.931
225/50 15    112.50     303.00     70.51       0.731
225/45 15    101.25     291.75     67.89       3.009
235/50 15    117.50     308.00     71.68       2.394
235/45 15    105.75     296.25     68.94       1.513
245/45 15    110.25     300.75     69.99       0.017
255/45 15    114.75     305.25     71.04       1.479
205/50 16    102.50     305.70     71.14       1.629
205/45 16     92.25     295.45     68.75       1.779
215/50 16    107.50     310.70     72.30       3.291
215/45 16     96.75     299.95     69.80       0.283
225/45 16    101.25     304.45     70.85       1.213
225/40 16     90.00     293.20     68.23       2.527
235/45 16    105.75     308.95     71.90       2.709
235/40 16     94.00     297.20     69.16       1.197
245/40 16     98.00     301.20     70.09       0.133
255/40 16    102.00     305.20     71.02       1.463
205/45 17     92.25     308.15     71.71       2.443
205/40 17     82.00     297.90     69.33       0.964
215/40 17     86.00     301.90     70.26       0.366
225/40 17     90.00     305.90     71.19       1.695
235/40 17     94.00     309.90     72.12       3.025
235/35 17     82.25     298.15     69.38       0.881
245/35 17     85.75     301.65     70.20       0.283
255/35 17     89.25     305.15     71.01       1.446

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From: "Scott, Dan" 
To: ToyMods 
Subject: RE: Spring has Sprung
Date: Tue, 02 May 95 10:41:00 PDT

Thanks to the supplier of the wheel/tire program output. It was great! I 
didn't think I would be able to get a 17" rim on the car and still be close 
to the original diameter. Now I can look forward to spending a couple K 
bucks on wheels and rubber 8^).

Thanks again.......
Dan Scott

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From: "Aaron Buhr" 
Subject: Re: Supra mods
To: supras@cyberspace.cyberauto.com,
Date: Tue, 2 May 1995 13:59:05 -0400 (EDT)

>     To disable EGR on the 7MGTE engine, disconnect both hoses from the
> VSV (I _think_ it's the VSV, I'll check my manual later and make sure)
> and then plug those hoses.  I used golf tees.  The VSV (or whatever it
> is, I'll check) basically uses engine vacuum to open the EGR valve,
> and if you prevent the VSV from receiving any engine vacuum it can
> never open the EGR valve and exhaust gas never goes back into the
> engine.  In any case, the VSV or whatever it is I'm talking about is
> located on the driver's side rear of the engine.  It's a circular
> gadget with a vacuum hose coming out of either side and a steel
> braided hose coming off the bottom.  One vacuum hose leads to the EGR
> valve itself, the other to the rest of vacuum-associated hardware
> (BVSV and other stuff).

    Actually, I looked it up and it turns out the gadget I'm referring
to above is the EGR Vacuum Modulator (sort of makes sense, doesn't it?).
The VSV (vacuum switching valve) is next upstream (toward the engine)
from the EGR Vacuum Modulator (and the EGR valve itself is the next
downstream).

Aaron B.

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From: Mark Sink - Imonics Development 
Date: Tue, 2 May 1995 14:03:33 -0400
To: toyota-mods@cyberspace.cyberauto.com
Subject: tire/wheel calculator

> From toyota-mods-owner@CyberAuto.Com Tue May  2 13:34:35 1995
> From: "Scott, Dan" 
> To: ToyMods 
> Thanks to the supplier of the wheel/tire program output. It was great! I 
> didn't think I would be able to get a 17" rim on the car and still be close 
> to the original diameter. Now I can look forward to spending a couple K 
> bucks on wheels and rubber 8^).
> 
> Thanks again.......
> Dan Scott
> 

This program is available on the Web at

http://www.softwords.bc.ca/~geoff/MR2WWW/ToyotaMR2.html

Look for some 'Tire Information' Link.

Mark Sink (creator of wheel/tire program)

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Date: Tue, 2 May 95 11:43:31 PDT
From: geoff@softy.softwords.bc.ca (Geoff Seeley)
To: toyota-mods@cyberspace.cyberauto.com
Subject: Re: tire/wheel calculator

> > From: "Scott, Dan" 
> > Thanks to the supplier of the wheel/tire program output. It was great! I 
> > Dan Scott
> This program is available on the Web at
> http://www.softwords.bc.ca/~geoff/MR2WWW/ToyotaMR2.html
> Look for some 'Tire Information' Link.
> Mark Sink (creator of wheel/tire program)

or http://www.softwords.bc.ca/~geoff/MR2WWW/Tires.html will take you
there directly.

BTW, you'll need a Web browser capable of handling forms in order to use
Mark's great program.

Geoff Seeley
(creator of the Toyota MR2 Web Archive)

-- 
| Geoff Seeley    (geoff@softwords.bc.ca)    _  |
| Softwords Research Int Ltd, Victoria BC _ //        "Happiness is:          |
| Canada, V8Z 4M2, (604) 727-6522         \X/       an MR2 at redline..."     |
|  My Home Page |

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From: Koji Kam 
Date: Tue, 2 May 1995 08:49:08 -1000
To: toyota-mods@cyberspace.cyberauto.com
Subject: RE: V8 into a '82 Supra
 

From: "Aaron Buhr" 
Subject: V8 into '82 Supra
Date: Tue, 2 May 1995 09:33:27 -0400 (EDT)
 
>   Oh, I almost forgot!  I talked for an hour and a half with the guy
>who's going to do my head gasket swap (he's an ASE master tech and a
>Toyota master tech so I believe he knows what he's doing), and he mentioned
>that he is currently doing another project:  transplanting the LT1 V-8
>engine from a (wrecked) '94 Camaro into an '82 Supra!  Apparently the
>Supra owner just graduated and got a job with TI so he's spending 10 grand
>on this project.  :)  Anyway, I told him that I know I'd heard here on
>the internet of someone else who'd done something very similar.  Anyone
>out there have any solid info on what's involved in putting a Chevy V-8
>in the '82-85 model Supras?  I'd be very appreciative, since I could pass
>the info on to him and hopefully he'll give me a break. :)  Thanks!
 
Ummm, I belive I know somethings about it. In a HOT ROD Issue back in maybe
1985 or so it was the front cover. A Blue, i think, 1982 or so supra with
a 350 motor sticking out. Its a cover so it shouldn't be to hard to track
down.  I unforntunately don't have the issue and can't find it down here
sadly. (*sigh*) I loaned mines away. I do know this was a common transplant
as I saw two for sale at a dealership in Las Vegas back in 1988. A more common
transplant was putting in the Buick V6 motor.
 
Basically all i remeber is they put stronger springs in the front, heavy
duty motor mounts, a driveshaft adapter and some other stuff.
 
Best bet is to contact Hot Rod I think, or anyone got some spare issues
around ?
 
>Aaron B.
 
Sorry couldn't be of more help but i'm PRETTY sure it was Hot Rod, and not
Car Craft. (or i could be wrong) Please let us know for sure though =)
 
Luck !
 
Some guys have all the luck =)
 
-Koji

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From: Gary Hong 
To: abuhr@cyberspace.cyberauto.com, supras@cyberspace.cyberauto.com,
Subject: Re: V8 into '82 Supra
Date: Tue, 2 May 95 12:08:44 PDT

From: "Aaron Buhr" 
>
>   Oh, I almost forgot!  I talked for an hour and a half with the guy
>who's going to do my head gasket swap (he's an ASE master tech and a
>Toyota master tech so I believe he knows what he's doing), and he mentioned
>that he is currently doing another project:  transplanting the LT1 V-8
>engine from a (wrecked) '94 Camaro into an '82 Supra!  Apparently the
>Supra owner just graduated and got a job with TI so he's spending 10 grand
>on this project.  :)  Anyway, I told him that I know I'd heard here on
>the internet of someone else who'd done something very similar.  Anyone
>out there have any solid info on what's involved in putting a Chevy V-8
>in the '82-85 model Supras?  I'd be very appreciative, since I could pass
>the info on to him and hopefully he'll give me a break. :)  Thanks!
>
>Aaron B.

There is a guy who has put a turbo 6 from an 89 Supra Turbo in his
82 Supra.  If I can fit an LT1 in a 82-85 supra, I would buy a supra
to replace my beater.  I always did like those supras.  Probably creak
less than a 4th generation fbody.

Gary

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Date: Tue, 2 May 1995 15:18:36 -0400
From: Josh Daynard 
To: toyota-mods@cyberspace.cyberauto.com
Subject: Re: Supra mods (fwd)

---------- Forwarded message ----------
Date: Tue, 2 May 1995 15:00:33 -0400
From: Josh Daynard 
To: supras@vicor.com
Cc: supra-mods@cyberauto.com
Subject: Re: Supra mods

On Tue, 2 May 1995 danapple@vicor.com wrote:

[cut very informative stuff about disabling EGR]

thanks, I think I'll give this a try!

[cut stuff about whether or not to get an external boost guage]

>     I don't know about that.  It seems to me that if you're in a
> situation where you're running 15 psi and go into overboost it's
> already too late.  Since the turbocharger boost builds geometrically,
> by the time you notice you're over 15 psi and start to react, the
> engine's already blown if it's going to blow.  I just don't see the value
> of having a human try to prevent overboost conditions, since humans are
> too slow.

I'll have to agree with you here, a lowly human is definitely too slow to 
prevent overboosting if it's going to happen, so why have the boost guage?
Good question.  I got mine because the old EVC doesn't have a boost guage 
and there was no way to know how the boost was set when it went over the 
factory setting of 8psi. ( I think this is the factory setting?? )  But I 
would probably still get one even if I had the new EVC just because I'm 
the type of person who likes to know what is going on at all times, and I 
don't want to look to far to get that info (ie boost creep/fade).  But I 
see no real reason to have one with the new EVC, and your car will be 
more stock appearing. If someone looks in your car for the usual 
signs of upgraded performance, not having an external boost guage will 
add to the "stealthiness" of the true power under the hood. This is 
especially true if you put the EVC in the console or even behind a false 
ash-tray door. (I've seen this done)

> 
>     Spearco claims a 22% increase in heat rejection and a 25% decrease
> in pressure drop compared to the stock unit, though at what boost
> pressure I don't know.  I expect the Spearco intercooler to be good
> for maybe 25hp at 12 psi and 35 at 15.
> 

I think the stock unit supposedly loses 3 psi of boost. (please correct 
me if I am misinformed)

There is a formula for calculating the percent horsepower increase based 
on the lowering of temperature of the intake air, but I can't recall it 
offhand.  Something like 2-3% for every 10 degrees cooler.  If anybody 
knows the exact numbers, please post.

> 
>     So what did you have to do to the fuel computers etc. when you changed
> injectors? 
> 

I added the VPC at the same time that I added the bigger injectors.  When 
you do this, you set the PFC-FCON fuel computer to its base setting, and 
the VPC takes over all duties of proper fuel mixture.  The VPC/injector 
set comes with a chip designed for those injectors and your car.  The guy 
I deal with for most of the performance parts on my car has various 
programs that he can burn onto a chip, and we experiment regularly, 
switching the chip in the VPC.  If you get the larger injectors without 
the VPC, you can adjust fuel mixture with a knob inside the PFC_FCON, but 
I recommend going for the gusto and getting both the inj's and the VPC.

> 
>     Thanks!
> 

      Anytime!

> Aaron B.
> 
> ------- End of Forwarded Message
> 
thanks for the EGR info -

Josh

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From: "Aaron Buhr" 
Subject: Routing stuff thru firewall?
To: supras@cyberspace.cyberauto.com (Toyota Supras ML),
Date: Tue, 2 May 1995 18:20:26 -0400 (EDT)

    My EVC comes in tomorrow, and I want to install it ASAP. :) I'm
going to have to route the wiring harness from the engine bay through
the firewall to somewhere near the dash, and I have no idea where to
even start with that.  I'd appreciate any pointers anyone can give on
where and how to route stuff like that through the firewall on 86.5-92
Supras.  Thanks!

Aaron B.

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From: danapple@vicor.com
To: supras@cyberspace.cyberauto.com
Cc: toyota-mods@cyberspace.cyberauto.com (Toyota Mods ML)
Subject: Re: Routing stuff thru firewall? 
Date: Tue, 02 May 95 15:26:29 -0700

> "Aaron Buhr"  writes:

> My EVC comes in tomorrow, and I want to install it ASAP. :) I'm
> going to have to route the wiring harness from the engine bay through
> the firewall to somewhere near the dash, and I have no idea where to
> even start with that.

If you have an automatic transmission, there's probably a grommet
(rubber plug) in the firewall where the clutch pedal linkage would go.
That's a good place to use, unless you plan on switching to a manual
transmission later.

If you have a manual transmission, look for other grommets in or
around the brake, throttle and clutch linkages.  If there isn't one
handy, you can drill a hole in the firewall to put the wiring through.
Grommets are easily obtained at auto parts, electronic, or hardware
stores.  Make sure you hole is plenty big, as some wires you'll need
to feed through it will have connectors.  Also, a bigger grommet can
be more flexible, so it'll seal around the wires better.  I'd
concentrate on the area around the brake and clutch linkage
pass-throughs.

Look at the firewall from the passenger compartment side before you
drill!

Careful to make sure that where the wires come out in the passenger
area will not interfere with the brakes or clutch.  Avoid drilling
through the clutch or brake assembly mounting flanges.

> Aaron B.

Dan.

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From: karl@isgtec.com (Karl Sewlochan)
Subject: Re: Routing stuff thru firewall?
To: supras@cyberspace.cyberauto.com
Date: Tue, 2 May 1995 19:03:23 -0400
Cc: toyota-mods@cyberspace.cyberauto.com

> 
> I'd appreciate any pointers anyone can give on
> where and how to route stuff like that through the firewall on 86.5-92
> Supras.  Thanks!
> 

In addition to Dan's suggestions you can try the a/c grommet
in the passenger firewall.

-- 
Karl Sewlochan        ...uunet.ca!isgtec!karl             karl@isgtec.com
ISG Technologies Inc.  6509 Airport Rd. Mississauga.   Ont.  Can.  L4V 1S7

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Date: Tue, 2 May 1995 20:14:33 -0400
From: Chris Myer 
To: toyota-mods@cyberspace.cyberauto.com
Subject: What's an 18RG?

'twas asked of me "whats an 18RG?"  Fair question.  I'm dialing in long
distance while at NG, so could someone give a nice synopsis?  Andrew?
John?  Other 18RG'ers?

Chris

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Date: Tue, 2 May 1995 20:35:50 -0400
From: Chris Myer 
To: toyota-mods@cyberspace.cyberauto.com
Subject: Blounced Again!

See the h*lp on line 5 of the main msg.

Chris

(Just
to
make
sure
...)

> Date: Tue, 2 May 1995 10:39:31 -0400
> To: owner-toyota-mods@cyberauto.com
> From: owner-toyota-mods@cyberauto.com
> Subject: BOUNCE toyota-mods@cyberauto.com: Admin request
> 
> From: "Aaron Buhr" 
> Subject: Re: Supra mods
> To: supras, toyota-mods (Toyota Mods ML)
> Date: Tue, 2 May 1995 10:59:21 -0400 (EDT)
> 
> > > 	-disabled EGR valve (prob. not much performance gain, but
> > > 	 really improved the idle)
> > 
> > can you tell me more about this, like what it did to improve your idle, I 
> > have problems with rough idle as well, will doing this help?
> 
>     With EGR enabled, the engine would stumble and vibrate at idle.
> With EGR disabled it runs smooth as silk, and even with the HKS
> low-restriction exhaust you can hardly tell the engine's even running.
> This does contribute to pollution, smog, etc, though, so be aware if
> you do this you're being earth-unfriendly.
> 
>     To disable EGR on the 7MGTE engine, disconnect both hoses from the
> VSV (I _think_ it's the VSV, I'll check my manual later and make sure)
> and then plug those hoses.  I used golf tees.  The VSV (or whatever it
> is, I'll check) basically uses engine vacuum to open the EGR valve,
> and if you prevent the VSV from receiving any engine vacuum it can
> never open the EGR valve and exhaust gas never goes back into the
> engine.  In any case, the VSV or whatever it is I'm talking about is
> located on the driver's side rear of the engine.  It's a circular
> gadget with a vacuum hose coming out of either side and a steel
> braided hose coming off the bottom.  One vacuum hose leads to the EGR
> valve itself, the other to the rest of vacuum-associated hardware
> (BVSV and other stuff).
> 
>     I'm embarrassed to admit it, but for a while there I was running
> with the hoses off and unplugged.  When I first started fiddling with
> this EGR stuff, all I knew was that disabling EGR would make the
> engine run better, and I knew few particulars about the 7MGTE (gleaned
> from the Haynes manual).  So I did trial and error, and it seemed to
> me at the time the car idled and ran mid-range better with both vacuum
> hoses off the VSV and unplugged.  After further experimentation, that
> observation still holds true to some extent, but only in colder
> weather.  In warm weather hoses plugged or unplugged makes no real
> difference.  _However_, after I got my factory manual I looked more
> into what I was doing and then came to the realization that one of the
> hoses leads to the intake manifold.
> 
>     Now, that really should be obvious if you think about how the
> system works, but I didn't really comprehend how it worked at first.
> Anyway, the result of that is that if you leave the hose unplugged,
> you'll be sucking dirt and stuff into the BVSV and other vacuum
> hardware, and eventually into the engine, but _also_ when you build
> boost you'll be blowing 1-2 psi of boost _out_ through that vacuum
> line!  Though the turbocharger may be building 12 psi of boost only 10
> is actually getting into the engine, with 2 coming out the vacuum
> line.
> 
>     Anyway, that's how I was running for a little while.  I was
> running that way (hoses unplugged) when I set my 14.47 @ 97.7 in the
> quarter mile, too, so now that I've got the hoses securely plugged and
> I've regained that 1 or 2 psi I was losing I should comfortably be
> over 100 mph in the quarter mile.  I definitely noticed an increase in
> power when I plugged that line, and don't know how I missed noticing
> it during my first tests.
> 
>      Anyway, that's the poop about disabling EGR on the 7MGTE.
> 
> > I would still recommend having an external boost guage to monitor the 
> > higher than stock boost pressures I assume you will be running.  You will 
> > probably want to install the EVC somewhere slightly concealed, ie. under 
> > the dash on the drivers side, in the console, in the glovebox, and you 
> > won't be able to see the boost pressures all the time.  I watch the boost 
> > gauge in my car more than anything else, except maybe the road,, and I 
> > have it mounted on the top center of the 
> > steering column.  This will become critical when you start to run at 15 
> > psi or more, because overboosting can be very dangerous of course, and 
> > you will want to watch the guage carefully..
> 
>     I don't know about that.  It seems to me that if you're in a
> situation where you're running 15 psi and go into overboost it's
> already too late.  Since the turbocharger boost builds geometrically,
> by the time you notice you're over 15 psi and start to react, the
> engine's already blown if it's going to blow.  I just don't see the value
> of having a human try to prevent overboost conditions, since humans are
> too slow.
> 
> > >      Those'll use up my next two paychecks, so I'll wait until next month
> > > for the next upgrade:  a Spearco intercooler.  That should get me up to
> > > about 360-370 hp, plus it should also lower engine temperature, which
> > > helps prepare for the next step.
> > 
> > A good intercooler is critical!, I have the HKS unit and it made a 
> > huge difference in performance.  I'm guessing this extra cooling of the 
> > charged air resulted in at least an 50hp jump at 15psi of boost.  It was 
> > a very tight fit though, hopefully the Spearco unit comes with good 
> > piping as well and is not as difficult to install.
> 
>     Spearco claims a 22% increase in heat rejection and a 25% decrease
> in pressure drop compared to the stock unit, though at what boost
> pressure I don't know.  I expect the Spearco intercooler to be good
> for maybe 25hp at 12 psi and 35 at 15.
> 
> > As you know from my posting, I have the VPC, PFC-FCON, Fuel cut defenser, 
> > larger injector combination and I swear by it.  The turbo really comes 
> > alive with this combo. The VPC allows you to remove the restrictive mass 
> > air meter and then the turbo can suck some major air.  The only thing I 
> > don't have is an upgraded/extra fuel pump and I'm thinking of getting 
> > one.  The people at HKS say that they have supra's running 19psi of boost 
> > on the STOCK fuel pump doing 120mph through the quarter mile traps 
> > without running out of fuel.  This is not my experience, though.  I have 
> > to turn up the "gain" on my VPC to nearly the max setting to get enough 
> > fuel to run in that boost range, and that still doesn't seem to be enough 
> > sometimes.  I don't know if my pump is not performing up to specs, but I 
> > think that I will eventually get an upgraded one. - any ideas?
> > This combination of upgrades can be done in "stages" as I'm sure you 
> > know.  I started with the PFC-FCON and the fuel cut defenser and was very 
> > happy for a while.  Then, as my insatiable hunger for more power grew, I 
> > added the VPC and the injectors.  WOW.  My car now runs so strong at 
> > around 12 psi now that I don't need to turn it up to its full potential of 
> > 19psi too often, unless it's worth wasting the gas.(ie. blowing away 
> > mustangs lost its appeal long ago, it's too easy)  :-) 
> 
>     So what did you have to do to the fuel computers etc. when you changed
> injectors? 
> 
>     Thanks!
> 
> Aaron B.
> 

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Date: Tue, 2 May 1995 20:51:23 -0400
From: Chris Myer 
To: toyota-mods@cyberspace.cyberauto.com
Subject: Subscribing to the Supra group.

A member sent a message to the group requesting how to get hooked
up with the Supra group.  It promptly bounced due to the s*bscr 
word, so I am paraphasing and resending.  Can anyone tell us the
answer?

Chris

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From: Koji Kam 
Date: Tue, 2 May 1995 17:04:43 -1000
To: toyota-mods@cyberspace.cyberauto.com
Subject: RE: What's an 18RG ?

From toyota-mods-owner@CyberAuto.Com Tue May  2 14:39:58 1995
Date: Tue, 2 May 1995 20:14:33 -0400
From: Chris Myer 
Subject: What's an 18RG?
 
>'twas asked of me "whats an 18RG?"  Fair question.  I'm dialing in long
>distance while at NG, so could someone give a nice synopsis?  Andrew?
>John?  Other 18RG'ers?
 
A little background. The 18-RG motors first appeared in the RA20's (Celica's)
from 1971 - 1977 in Japan. Although its a direct drop in to the Celica's
of the same years, it was never imported to the U.S. The 18RG's are a
four-cylinder DOHC (dual overhead cam) motor at 1900cc's. Slightly/radically
modified the 18RG can easily produce in excess of 190hp's.
 
Toyota has a general theory about motors that can be assumed. They usually
use squared or over-squared motors with a bore diameter greater then the stroke
diameter. This result proves reliable results in producing a greater rpm
bandwidth. Basically because horsepower is the result of how fast the engine
turns. Thus is concept of the Yamaha series motors and been a proven design
as shown in many of todays modern sports cars, including the Yamaha designed
Ford SHO motors. Yamaha "perfected" the art of multivalve motors using
some common shared techonology from European manufacturers and improving
the designs a hundredfold.
 
Yamaha took up the double overhead camshaft design with the points in mind
that the advantages given by a dohc motor over a sohc motor is that is
reduces to an absolute minimum the reciprocating mass of the valvetrain
(ignoring desmodromic, or springless, valvetrains) and permits engine
speeds over 10,000rpm thus utilitizing the "full extent" of the powerband.
There is no need for any rockers needed and the valves are operated
directly by the camshafts. For the engine tuner, dohc engines offer an
advantage of being able to time and adjust the intake and exhaust
independently, and sometimes quickly for changing road environment.
 
Although not generally imported to the US, several companies in California
have taken up to importing such motors, only problems are that "common" parts
are "uncommon" and few Toyota dealerships are willing to order them for you.
Try finding a waterneck for a 18RG, took me about 6 months after i ordered
it from Japan (sigh*) I won't even mentioned how long it took me to get
the manuals from Japan, try like 2 years....
Many of the parts are interchangeable with the 18RC motor and the 18RG although
not the ones on the head up.
 
The "basic" 18RG design was taken up by two companies for Toyota. One was
Suzuki and the other Yamaha. Although the 18RG was made popular by Ironman
Stewart, it was replaced with the new V6 model in the early 90's for
the Unlimited Toyota Truck. At the peak of the late 80's the 18RG held its
own againt all the new techonology of its competition and won. A 20 year
old motor doing battler in a modern society. Toyota got 'jibed' about
using a 20 year old motor when their slogan was 'Technology on a Fast Track'
but none could come close. The one main "fault" with the 18RG series motor
was that Toyota was switching to the multi-valve type engines which produced
an improved engine speed and efficiency. The multiple valve theory is
of multiple valves of generall 2 intake and two exhaust valves per cylinder.
Because four small valves are lighter then two big ones, and their
combined opening area is also larger, the multiple valve design helps
reduce reciprocating mass while allowing improved volumetric efficency,
the ability of the engine to breathe.
 
Charts and notes Taken from the TRD TG Series Page (1988 so it might be old)
----------------------------------------------------------------------------
 
18RG     Four cylinder which has a compression ratio of 9.7:1, with no
         smog or emission devices what so ever. Produces some 140hp.
         Many parts available (ya right...maybe in 1988...)
18RGR    Compression lowered to 9.2:1 with air injection added for emission
         control. Produces a reduced 135hp.
18RGU    This Yamaha designed head has an EGR valve and air injection. Also
         an electronic distributor that should be replaced for performance
         use and unrebuildable Solex-Mikuni carbs. TRD has replacement carbs.
18RGEU   Also a Yamaha designed head which addes Fuel injection and a reduced
         compression factor to 8.3:1 for some 120hp.
 
The 18RG has a chamber volume of some 79cc's. This is not an exact figure
as the number can vary +/- 10cc due to production variances, model changes,
and other factors. Decreasing volume increases compression ratio and so
increasing volumes lowers the combustion ratio.
 
Engine  Displacement  Bore  Stroke  Compression  Rod     Horsepower  Head
code      (cc)        (mm)   (mm)    Ratio       Length  Rating      Design
--------------------------------------------------------------------
18RG    1990          89    80      9.7:1        138      140    Yamaha/Suzuki
18RGR   1990          89    80      9.1:1        138      130    Yamaha
18RGRU  1990          89    80      9.2:1        138      125    Yamaha
18RGU   1990          89    80      8.7:1        138      120    Yamaha
18RGEU  1990          89    80      8.3:1        138      120    Yamaha
 
(*Tune up notes*)
-----------------
 
Dwell              52-54 degrees
Point gap          0.45mm (0.018in)
Ignition timing    12 degrees BTDC@1000rpm;vacuum advance
                                           disconnected and plugged
Spark plugs
   Stock           ND W20EXU
   Spirited Street ND W22EXU
   Racing          ND W29EXU or W30EXU
Plug Gap           0.7-0.8mm (0.028-0.031in)
Valve clearance    Intake: 0.24-0.34 +/- 0.05mm (0.0094-0.0134in) (cold)
Compression        142-165psi +/- 14 psi between cylinders (throttle open)
 
(*Parts for Car listed in TRD -TG Series pages*)
------------------------------------------------
 
Carburetor Rebuild kits for Stock 18RG carbs
18RG Conversion linkage sets
18RG Street/track cams - powerband 3000-7000rpm  304 duration 10.5 lift
                                   4200-8000rpm
                                   4500-8500rpm
                                   2500-6500rpm  288 duration 10.5 lift
                                                 272 duration 10.5 lift
18RG Cam timing chains  lower chain from crank to cam
                        crank to oil pump drive
                        cam timing gears to cam drive gear
                        chain guides (slippers,dampers,tensioners)
                        Cam gear pins
18RG Cam gear drive kit (gear drive kits are made when an order of 100 is
                         met and the produced, payment is in advance and the
                         wait period for myself was 3 years, two years to late)
18RG cam gear oil squirter
18RG Valves plus oversize valves
18RG Valve guides
18RG Valve locks (keepers)
18RG Valve adjusting shims
18RG Valve lifters
18RG Valve springs
18RG Valve seats
18RG Valve spring retainers
18RG Piston sets  10.5 compression ratio 2000cc 4mm/0.5mm overbore
18RG Stroker kit
18RG Carrillo rods
18RG High volume oil pumps
18RG Oil pump drive gears
18RG Crankshaft gear
18RG Idler gear
 
etc etc etc.... damm this list gets long...
 
(*References*)
-------------
TRD DOHC TG Series Specification sheets (1988)
Toyota T Series engine manual
Toyota Performance Handbook - Pat Braden
 
>Chris
 
Ya don't flame me for this one. I sorta was bored and I found the
stupid Toyota Performance Handbook outside after I wrote most of this
so thats why its a bit confusing.
 
My Personal experiences with this motor is quite brief. My second Celica 
back in November / December 94 was a 1977 that my friend "gave" to me
after it one day "didn't start on him so he got P.O'ed at it so he bought
a new car". One of my other friends and I decided to chop off the damm
stop and make it into our race car. He had some 18RG parts and I had some
(ya this is where your head went to Chris sorry, but i got another one)
with our combined $$$ and time we put this car together in no time
jus inime for the BugIn (4 cylinder shoot out) in December. We spent an
excess of $1000 on the motor alone (not including the part costs) and 
went off the to track. We finished the car in about one months time and
10 hours before the race. I went home to change and he towed it down to
the track. At the track I downjetted the carbs and put in the smallest
chokes i had into the weber 48's, tuned the car while my friend checked
the rest of the car. 

Anyways... He got first dibs on the car since I wanted to know how it launched
etc etc... so I said shoots..i get second run.

The Motor purred like a damm kitten on steroids...

Anyway... basically... he went up against a "hot pink " 11 second bug. 

Welps... he launched off the line, with the bug sitting there caught sleeping
at the lights... he was at least a full cars length infront of the bug 
all the way till the lights. He ran a 11:37.

He came back to the pit and we cheered, although the car didn't sound
so hot, so i thought it was a tuning problem. Welps...lets jus say
when i left his house to go to home to shower and change the idiot was supposed
to change the damm oil. Welps he did drain the oil but didn't put any back in.

go figure.

welps... i'm out about $3000 plus a lot of hard to find motor parts. 

Motors melted..

Hell of a story though...

welps... thats my 15 second of fame...

Hope this helped a bit Chris...

-Koji

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Date: Wed, 3 May 1995 10:14:32 +0500
From: toyota@patagonia.bellcore.com (Jonathan Hacker (Toyota))
To: toyota-mods@cyberspace.cyberauto.com
Subject: Re: Subscribing to the Supra group.

> A member sent a message to the group requesting how to get hooked
> up with the Supra group.  It promptly bounced due to the s*bscr 
> word, so I am paraphasing and resending.  Can anyone tell us the
> answer?
> 
> Chris
> 

send email to majordomo@vicor.com

with the words 'subscribe supras' in the message body.

Jon 

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Date: Wed, 3 May 1995 10:16:52 +0500
From: toyota@patagonia.bellcore.com (Jonathan Hacker (Toyota))
To: toyota-mods@cyberspace.cyberauto.com
Subject: free toyota cdrom

In the latest Road & Track (June p.31) there is an
add by Toyota for a free Toyota cd-rom.

...Toyota wants to drag you Clicking and Screening into
the 21st Century...
... live footage of every Toyota Car, Truck ....
... call 800-GO-TOYOTA 

Anyone taken the bait?  If so, is it interesting,
or a piece of marketing trash?

Jon

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Date: Wed, 3 May 1995 00:39:23 -0500
To: toyota-mods@cyberspace.cyberauto.com
From: Fred_Oberbuchner@mbnet.mb.ca (Fred Oberbuchner)
Subject: orderer TECH-II!!!

spring has sprung..... haha hehe haha hehe!!!
(sorry.... just going a little nutz!)

Well.... I finall did it!
I ordered a TECH-II EFI computer for my 'Rolla.
(88 Corolla GTS - 4AGE)
This should put me at about 175 BHP or more.......
hope the clutch holds out!

The unit should be arriving next week with installation the week
after. I WILL of course provide the list with a report on the size of
the grin on my face!

TTFN,
Fredo

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From: Koji Kam 
Date: Wed, 3 May 1995 11:03:33 -1000
To: toyota-mods@cyberspace.cyberauto.com
Subject: WOB !

Please forgive me but my mails been blouncing like krazy...

Um, anyone know the auto-x mailing list address ?
Also the one for the toyota-list and hotrod or mustang mailing lists ?

Nice www page chris has =)

-Koji

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From: Koji Kam 
Date: Wed, 3 May 1995 11:17:28 -1000
To: toyota-mods@cyberspace.cyberauto.com
Subject: RE: New-Member Info - Josh Daynard

 
From toyota-mods-owner@CyberAuto.Com Mon May  1 10:39:39 1995
Date: Tue, 02 May 1995 08:34:00 -0700 (PDT)
From: Adrienne Mora 
Subject: RE: New Member Info - JOSH DAYNARD (fwd)
 
>> I am the pround owner of a pearl white 1987 Toyota Supra Turbo Targa.
>> Mods include:
 
>>[snippity snip .... a HUGE list of very impressive mods and other stuff ...]
 
>>Josh, I may (or maynot) speak for the other single women on this list when I
>>say ... ARE YOU MARRIED AND CAN I HAVE YOUR BABIES???????
 
>Darn, I hate living 3,500,000 kms away from everyone else on this list
>sometimes
 
Some guys have all the dang luck.
 
I guess ya gada go around Topless flaunting you have a BIG Turbo.
 
>Ade
>'86 SC T-TOP MR2
 
-Allen T "Koji-Turboless" Kam

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From: Koji Kam 
Date: Wed, 3 May 1995 11:50:41 -1000
To: toyota-mods@cyberspace.cyberauto.com
Subject: ADE (Was New Engine)

 
From toyota-mods-owner@CyberAuto.Com Sun Apr 30 16:34:44 1995
Date: Mon, 01 May 1995 14:25:00 -0700 (PDT)
From: Adrienne Mora 
Subject: RE: new engine?!?
 
>Hi there.
 
>[*4AGZ motor spec stuff deleted*]
 
>Ade
>AdeM@wairc.govt.nz
>New Zealand
>'86 (Jap import) SC T-Top MR2 (Daily Driver .... button clutch ...
>lowered/adjustable suspension with custom top plates up front .... mags ...
>mad woman driver in front seat!!!  ; )
 
Ade, You have which set of adjustable suspension for the MR-2 (MS-2) ?
 
The hand-turn adjustable ride height shocks or the Koni adjustable
or just the adjustable "stiffness" shocks ?
 
Sorry I'm asking cause i'm looking for a set of TRD Japan
ride height adjustable shocks.
 
Thanks in Advance...
 
I won't mess with the "mad woman driver" part =)

-Allen T "Koji" Kam

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From: Koji Kam 
Date: Wed, 3 May 1995 12:13:40 -1000
To: toyota-mods@cyberspace.cyberauto.com
Subject: RE: Tercel Mods 1990

 
From toyota-mods-owner@CyberAuto.Com Wed Apr 12 20:45:45 1995
Date: Thu, 13 Apr 1995 01:38:14 -0500 (CDT)
From: Scott Amano 
Subject: Suggested mods?
 
>Hi,
 
Aloha Scott.
 
>I just joined the group.  I enjoy reading the posts to this group.  They
>are pretty informative.
 
Heh, There are a LOT of people on here with a lot of knowledge, the only
other list I've seen with similar people to rival here is the DSM and
RX-7 mailing lists.
 
>Anyways I presently drive a '90 Tercel (5 speed or course).  Don't laugh!
>I am serious about doing some minor mods to make driving a little more
>fun.  I am also a university student, so my budget is tight.
 
So you're a PUS huh ? Poor Unemployed Student ? =)
 
The 90's tercel isn't that bad of a choice in car, however the mods for
this car is VERY limited.
 
Best bet for you since you are in Canada is do the simple. Airfliter,
sparkplugs change. If you still want a "little" more power on the top
end you can try a Accel Supercoil. These mods should keep you under $200
with no problem what so ever.
 
>I live in Winnipeg, Manitoba, Canada.  We get the full four seasons here,
>especially winter.  The first thing I plan to do this summer, is to
>purchase a set of winter radials.  Probably Bridgestone Blizzaks, unless
>anyone out there can recommend a better brand.  Next, my exhaust pipe
>between the catalytic converter and muffler is falling apart (rust, due
>to all the crap they put on the roads here in winter).  I would like to
>do some exhaust mods.  Can anyone suggest what I should do or what to buy?
 
I have no ideer about seasonal tires or rim selection due to your climate.
 
The exhaust I do recommend changing the pipe as you state from the
cat on back to the muffler. Just goto an exhaust muffler shop and have them
open up the exhaust from the cat on back. What this basically means is that
you take the stock pipe which is errr lets say 1 1/4 inch. Have them install
a 1 1/2 inch pipe going into a 1 1/2 inch inlet muffler with a 1 3/4 outlet
pipe on the muffler (one side connects going 1 1/2 inch and the other side
exits 1 3/4 inch or so)
 
The basic effect described here is to increase the flow of the exhaust
by making a "scavving" effect. Basically taking a restrictive exhaust
and letting it open up in the end creating power.
 
Choose a muffler that won't irkitake ya after an hour or so driving, or
you'll get headaches on long drives. A loud muffler isn't always better,
unless thats the effect your'e looking for.
 
Your local exhaust shop should be able to make a system like this
for at least $150 or so tops.
 
An "ideal" system which comes out about $150 if its legal in your area
is taking from your cat a short pipe into a glasspack muffler and out
into another one. Increasing the inlet/outlet each time. This I found out
is VERY efficient and not as loud as I thought it would be. One "glasspack"
type muffler is sufficient in some cases or you can even run a glasspack
type muffler into a regular turbo muffler.
 
If this is confusing sorry...Someone else can explain this better proably.
 
>Those are the main projects for this summer.  I want to stay away from
>the engine.  It has only 50,000 kms on it and runs smoothly and
>perfectly.  I wouldn't want to do something that will ruin it's
>reliability.
 
Thats the name of the game with Toyota's I belive. Reliability yet
performance =)
 
>Thanks for reading and if you do make any suggestions, please take into
>consideration, price.
 
Surely... Hope this helped somewhat...
 
>Oh yeah, next year SUSPENSION!!
 
Heh, a bit tougher on that one but I belive Eibach has springs for your
car. Although no shocks some heavy duty's should do nicely.
 
>Sayonara!
 
Sayo's dude...
 
>Samurai Scott
 
Krazee Koji (heh)
 
>Scott Y. Amano           | Ayrton Senna da Silva, R.I.P.  "Simply the Best"
>Potential Graduate       | March 21 1960-May 1, 1994
>address:                 | 65 Pole Positions, 41 Wins, 161 Races
>umamano0@cc.umanitoba.ca | 3 Formula 1 World Championships
 
Ya... I Mourn for Ayrton Senna, he seemed like a nice guy and all.
 
-Allen T "Koji" Kam

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From: Koji Kam 
Date: Wed, 3 May 1995 12:18:47 -1000
To: toyota-mods@cyberspace.cyberauto.com
Subject: MR-2 Trust Exhaust

My Friend has a 1988 Supercharged MR-2. Back in November he purchased the
brand new "Trust exhaust" for the car. The hard to get racing one. 
My other friend with an 1988 All-Trac Celica got his also at the same time.

Welps my friend with the Mr-2 says the exhaust sucks the big one.
I've seen all the fibers sticking out of it, its quite blown out, with
less then a year on the exhaust he said its not worth the price. 
He's trying to get a warrenty on this but it looks grim. 

I tried to subscribe to the Mr-2 mailing list but it blounced on me
someone try give me the address please =)

My other friend with the All-trac has the same problem, although he
got into an accident soon after he put on the exhaust and said thats the
reason for his exhaust for doing it (*boggle*) oh, he used to work at the shop

its KMA Racing in Hawaii btw, Um, the guy Scotty. We're not to sure what the heck
he's doing these days... he's a bit off and ripping us guys off and proving to unrelablie for parts and tech and stuff... so... (*shrug*)

Anyways....

catch ya on the flip side...jus passing on info.

-Allen T "Koji" Kam

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Date: Wed, 03 May 95 16:52:14 CST
From: "GEORGE A. PRADEL" 
To: mr2-interest@cyberspace.cyberauto.com,
Subject: MR2 parts car

     Well, thanks to all of my new friends on this list, I have decided to 
     reconsider parting out my 85. I want to thank everyone who inquired. 
     When push came to shove, I pushed the car out of the garage and washed 
     it and lo and behold I fell in love again and decided to give her a 
     second chance. I admit this because I know everyone on this board has 
     had the same feeling of taking that second look back as you go in the 
     store just to check out your car.  With all of your help I should be 
     able to get through this restoration.  I do have some questions I'd 
     like to throw out for comment.
     
     My goals are:
     
     Maintain ability to pass smog certification
     Little more lower end pep
     Replace existing suspension parts with stock or if advised something a 
     little more rugged.
     Replace the clutch
     Stock brakes or something a little more adventurous
     
     I want it to be able to stand up to autocrossing if I decide to get 
     back into that again. Also any tricks to getting the front dash apart 
     to get to the speedometer cable would be appreciated.
     
     Thanks for dragging me back to my senses.
     
     George

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From: Matti Kalalahti 
Subject: Re: New-Member Info - Josh Daynard
To: toyota-mods@cyberspace.cyberauto.com (Toyota-Mods mailing list)
Date: Thu, 4 May 1995 15:10:08 +0300 (EET DST)

> >> I am the pround owner of a pearl white 1987 Toyota Supra Turbo Targa.
> >> Mods include:
>  
> >>[snippity snip .... a HUGE list of very impressive mods and other stuff ...]
>  
> >>Josh, I may (or maynot) speak for the other single women on this list when I
> >>say ... ARE YOU MARRIED AND CAN I HAVE YOUR BABIES???????
>  
> >Darn, I hate living 3,500,000 kms away from everyone else on this list
> >sometimes
>  
> Some guys have all the dang luck.
>  
> I guess ya gada go around Topless flaunting you have a BIG Turbo.

It's not how big your turbo is - it's what you do with it ;)
  
> >Ade
> >'86 SC T-TOP MR2
>  
> -Allen T "Koji-Turboless" Kam

-- 
Matti Kalalahti         | Toyota Carina Coupe GT-T TwinCam Turbo '82
k124476@cs.tut.fi       | RWD * IRS * 3T-GTEU * 195+-15hp
A Huge Evergrowing WWW Home Page * http://www.cs.tut.fi/~k124476/

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From: "Aaron Buhr" 
Subject: New HKS EVC III impressions
To: supras@cyberspace.cyberauto.com (Toyota Supras ML),
Date: Thu, 4 May 1995 10:56:21 -0400 (EDT)

     Well, I got my EVC ("HKS EVC III") yesterday evening and embarked
on installing it.  It did turn out to be somewhat of an adventure.  I
was able to find a fairly convenient hole in the firewall: there's a
hole in the passenger side that has about 4" of rubber tubing coming
out of it.  I think it's the AC drain spigot or something.  In any
case, I unplugged the tube and pulled it out, then routed the HKS EVC
wiring harness through the hole, then put the rubber tube back in.
Oh, I did have to remove the actual plastic connector from all the
wiring on the EVC harness, because the connector itself wouldn't fit
through the hole, but the wires all bundled together did.  I put the
connector back on once I had it through the hole.

     After I figured that out I had to disconnect my VBC and connect
the up the EVC valve unit to the appropriate locations.  What was nice
about the VBC was that it came with specific instructions and parts
for my car.  The EVC just came with generic parts and generic
instructions.  I hooked the EVC to two of the three places the VBC was
using, but as far as I could tell the instructions indicated that the
third EVC connection was dissimilar from the third VBC connection.  I
put a golf tee in the line for the third VBG connection and put the
new EVC T-adapter in the third EVC location.  Also the hoses that HKS
included to hook into various vacuum lines were smaller than the stock
hoses on those vacuum lines.  I ended up pulling out the stock vacuum
lines from the connection points and replacing them with the smaller
HKS ones, really having to push them to get them on the stock
connection points.  They seem to be holding ok though.

    Those were the two difficult stages.  I decided to put the EVC
control unit in the ashtray location, for now at least.  I pulled the
ashtray out and currently have set the EVC in its place.  Next I
routed both the EVC wiring harness from the passenger footwell and the
power lines for the control unit from the fuse box to the ashtray.  I
powered everything up and it all came up fine first try. :) All told
installation took about three hours.

     Here's the feature list for the EVC:
	- 3 boost settings: low, high, and manual.  Low goes up to 1.0
	  bar (1.0 bar is 14.7 psi), high and manual go up to 2.0 bar.
	- Digital boost meter, reading in bar only.  Updates about 2 or 3
	  times per second.
	- Boost is adjustable in one-hundredths of a bar (.01 bar/.147 psi)
	- "Offset feature.  Alters actual boost curve of turbocharger.  This
	   feature gives you an adjustment window for the self learning boost
	   adjustment mode."  I don't really understand what this is or how
	  it works.
	- Scramble boost feature:  allows you to increase boost above low/high
	  settings at the push of a button, for a given period of
	  time.  You can specify how much boost increase you want and how
	  long you want it to last.  There's a connector for an external
 	  switch you can mount anywhere.
	- Boost warning feature:  you can set the warning threshold to whatever
	  amount you want (up to 2.0 bar) and if boost exceeds that level the
	  EVC will blink and beep, and will instantly return wastegate 
	  operation to stock levels.
	- Switch-configurable wastegate type (integral or external).
	- Serial port:  supposedly for interfacing with other HKS units, 
	  no current uses that I know of.
	- Fuzzy logic:  supposedly manages the wastegate better than straight
	  digital logic.

     In order for the EVC to "learn" how your wastegate works, the
directions say you're supposed to go 1000 rpm in third gear, then
floor the accelerator.  When max boost is reached the EVC beeps, then
you back off, go back to 1000 rpm and repeat 2 more times.  Not too
bad for The directions caution you that the EVC learn mode is easily
confused by sequential turbochargers, and the process is slightly more
complex and apparently fairly difficult.  They actually recommend you
bypass learn mode and set the "peak OEM boost level" manually.

     Now, my experiences so far (2.5 hours driving): I've got a lot
more useable power in first and second gear than I had before.  I can
get max or close to max boost in both first and second gear just by
flooring it, whereas before the only way that would ever happen was if
I did a full drag-style launch from start, speed-shifting through
first and second.  This is due to the EVC keeping the wastegate fully
closed until the last moment, then popping it open.  I have a moderate
amount more power in higher gears, due to the EVC's better ability to
modulate the wastegate than the VBC.  But I still have that &^%!@$%^#
boost spiking problem!

    I've been playing with the EVC, redoing learn mode, etc., but I
still have pretty bad spiking at max acceleration in second gear.  For
example, as the EVC's currently set up (third or fourth learn mode) I
have high mode set to .70 bar (10.3 psi).  However, I floored it
coming away from a light and saw the readout indicate .82 bar (12.05
psi)!  At least the fuel cut didn't happen that time, but the car's
been lurching and bucking like crazy otherwise because I keep hitting
the fuel cut-off while I try to adjust the EVC to a reasonable amount
of boost.  I don't consider 10 psi a reasonable amount of boost for
steady-state operation, when I should be able to get up to very nearly
12 psi.  Those 2 psi are good for about 25 hp.

    I'm hoping that as I mess with the EVC further, calibrate the
learn mode and figure out what the heck the offset mode is I'll be
able to get more precise wastegate control.  But so far I'm not
impressed with the new fuzzy logic.  At the moment I'm experimenting
with setting high mode to 10 psi and just using the scramble boost
control to get that last 2 psi back.  Basically I go on high through
first and second gear then when I shift into third push the scramble
boost control button, and it gives me 10 seconds of 12 psi boost.
It's hard to push the scramble button though, since it's a small
target on the dash.  If I meant to seriously use scramble mode I'd
definitely look into getting the external button and mounting it on
the shifter or something.

    Anyway, it is nice to have digital boost display and digital boost
setting.  I bought the EVC as much to have those features, so I can
precisely set safe boost levels when I do further upgrades, as for
current benefits.  I'll keep everyone posted on how things go.

Aaron B.

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From: "Aaron Buhr" 
Subject: Re: New HKS EVC III impressions
To: supras@cyberspace.cyberauto.com,
Date: Thu, 4 May 1995 11:35:25 -0400 (EDT)

    Sorry about the typos and errors.  I didn't check it before posting.
Here's one that would be a bit hard to figure out:

>      In order for the EVC to "learn" how your wastegate works, the
> directions say you're supposed to go 1000 rpm in third gear, then
> floor the accelerator.  When max boost is reached the EVC beeps, then
> you back off, go back to 1000 rpm and repeat 2 more times.  Not too
> bad for The directions caution you that the EVC learn mode is easily
> confused by sequential turbochargers, and the process is slightly more
> complex and apparently fairly difficult.  They actually recommend you
> bypass learn mode and set the "peak OEM boost level" manually.

That should be:

     In order for the EVC to "learn" how your wastegate works, the
directions say you're supposed to go 1000 rpm in third gear, then
floor the accelerator.  When max boost is reached the EVC beeps, then
you back off, go back to 1000 rpm and repeat 2 more times.  Not too
bad for single-stage turbo cars, but the directions caution you that
the EVC learn mode is easily confused by sequential turbochargers, and
the process is slightly more complex and apparently fairly difficult.
They actually recommend you bypass learn mode and set the "peak OEM
boost level" manually.

Aaron B.

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From: "Aaron Buhr" 
Subject: HKS EVC calibration
To: supras@cyberspace.cyberauto.com (Toyota Supras ML),
Date: Thu, 4 May 1995 19:40:42 -0400 (EDT)

     I think I may have the boost spiking problem essentially fixed.  I
re-did the EVC learn mode being very careful to do things exactly
the same all three tries.  I found a little-used stretch of road, then
pulled onto it in first gear, shifted to third (rpms dropped to about
750) then floored it until the EVC beeped two or three tires.  I turned
around, drove back to the same spot, and did it again the exact same
way over the exact same stretch of road.  Then I repeated it the third
time.

    I currently have the EVC set for .79 bar (11.6 psi) and haven't
been getting any substantial spiking.  I notice the boost level will actually
get up to .82 or .83 bar (12.2 psi) momentarily but the fuel cut doesn't
kick in.  I also notice that the acceleration in second gear definitely
has a softer spot than it did when I was getting boost spiking, but I
suppose that's more or less unavoidable in order to prevent spiking.

Aaron B.

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From: "Aaron Buhr" 
Subject: Re: HKS EVC calibration
To: supras@cyberspace.cyberauto.com,
Date: Fri, 5 May 1995 08:06:22 -0400 (EDT)

> 	I have trouble understanding what you are referring to when you say
> 	boost spiking. I know what that is, but what exactly is happening to
> 	your car? Another thing is that that factory fuel cut is not precise.
> 	remember this. You may have it cut in earlier some of the time and
> 	later other times. This thing sounds better than mine, you are making
> 	me want to sell mine. Did you make sure that its sensor vacuum hose is
> 	connected BEFORE the throttle body? Where exactly did you hook up the 
> 	three hoses?

    Boost spiking is when the turbocharger is accelerating so rapidly
that the mechanical wastegate spring can't open fast enough to prevent
the boost pressure from momentarily exceeding the normal boost
threshold.  For that short period of time it takes the wastegate to go
from closed to open the turbocharger boost "spikes" above the level it
ordinarily would max out at (wastegate-fully-open level).  Since my
desire is to get boost as high as I can without hitting the
boost-related fuel cut=off, I set the boost level high.  The problem
that I was getting was that if I accelerated hard through second gear,
I would spike the boost above the desired level and hit the fuel cut-off.
WHen I hit the fuel cut-off, the car immediately goes from full-throttle
acceleration to engine braking, a very dramatic experience.  You go from
being pushed back in your seat to jumping forward as the car lurches.
Anyway, I knew the boost level wasn't set "too high" in general because
I could floor the car in third and it wouldn't hit the fuel cut-off.
It would only spike in second gear.  Fortunately I seem to have eliminated
that problem now.

     According to the directions, the new EVC wants to be hooked up to three
places:  the wastegate actuator, the turbocharged air stream, and "an
uninterrupted intake manifold pressure source after throttle body such
as compressor bypass signal line."  I did hook mine into the compressor
bypass signal line.

Aaron B.

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Date: Fri, 05 May 1995 18:14:00 -0700 (PDT)
From: "Zublin, Bryan (SD-MS)" 
Subject: RE: orderer TECH-II!!!
To: "toyota-mods@cyberauto.com" 
Cc: "Zublin, Bryan (SD-MS)" 

Fredo,
What is a "TECH-II EFI computer"  ?  Is your engine stock?  What mods have 
you done that will give you 175 HP?
Thanks,
Bryan Zublin
General Instrument, San Diego, CA, USA
bzublin@po2.gi.com
 ----------
From: toyota-mods-owner
To: toyota-mods
Subject: orderer TECH-II!!!
Date: Wednesday, May 03, 1995 12:39AM

spring has sprung..... haha hehe haha hehe!!!
(sorry.... just going a little nutz!)

Well.... I finall did it!
I ordered a TECH-II EFI computer for my 'Rolla.
(88 Corolla GTS - 4AGE)
This should put me at about 175 BHP or more.......
hope the clutch holds out!

The unit should be arriving next week with installation the week
after. I WILL of course provide the list with a report on the size of
the grin on my face!

TTFN,
Fredo

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Date: Sat, 6 May 1995 00:57:09 -0500
To: toyota-mods@cyberspace.cyberauto.com
From: Fred_Oberbuchner@mbnet.mb.ca (Fred Oberbuchner)
Subject: Re:  orderer TECH-II!!!

At 07:47 PM 02/05/95 -1000, Koji Kam wrote:
>Ummm... whats the dollar value on it ?
$2500 CDN installed (remember, my vehicle already has most of the
electronics 'cause it's already EFI)
kinda expensive but worth it (IMHO).
fredo

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Date: Sat, 6 May 1995 01:23:45 -0500
To: "toyota-mods@cyberauto.com" 
From: Fred_Oberbuchner@mbnet.mb.ca (Fred Oberbuchner)
Subject: RE: orderer TECH-II!!!
Cc: "Zublin, Bryan (SD-MS)" 

At 06:14 PM 05/05/95 -0700, Zublin, Bryan (SD-MS) wrote:
>Fredo,
>What is a "TECH-II EFI computer"  ?  Is your engine stock?  What mods have 
>you done that will give you 175 HP?
>Thanks,
>Bryan Zublin

TECH-II is a fully programmable, customizable fuel injection computer.
(interfaces to a PC for on-the-fly adjustments)
This system is also sometimes known as a "crank-fire" system (ie. it has
1 coil for every 2 sparkplugs and NO distributor). This provides a stronger
and more repeatable spark which usually means you can run a richer mixture
which implies more power. The system also does away with the restrictive
air-flow-meter. The TECH-II also provides output controls to drive
NOS fogger nozzles for the totally insane! (my mechanic is doing his
SECOND H. Civic! Why drop $10k into a civic?????) For those who REALLY want
power (and have money), you can go with this neat thingy which has 4 intakes
with individual throttle plates.... also costs as much as the TECH-II
electronics!

As for my wheels...... lets see if I can remember everything....
HKS exhaust (no cat)
K&N cylindrical air filter (delete stock octopus... oops I mean airbox)
HKS cams
richened fuel mixture (airflow meter adjustment)
deleted EGR valve
springs/rims/tint/other "pretty" options
according to the HKS book I am currently running 135 BHP (stock 112 BHP).
the TECH-II will add at least 25% therefore about 170 BHP (ok.. so it's not
175!). We haven't decided if we are going to stay with the stock injectors
or not.. depends if they can handle it.

I will post more when I get the sheets with my TECH-II (assuming there are
any!). My mechanic should get the unit in the next week and then install it
the week after......

bye for now!
fredo

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Date: Sat, 6 May 1995 01:37:43 -0500
To: ae381@cyberspace.cyberauto.com, toyota-mods@cyberspace.cyberauto.com
From: Fred_Oberbuchner@mbnet.mb.ca (Fred Oberbuchner)
Subject: Re: orderer TECH-II!!!

>Is that available for my '88 SCed? Could you give me some information on
>it? Price, features, etc.

This puppy will do ANY car (although ones with existing EFI are easier
to handle). I also seem to remember seeing setup info for a SC'd vehicle
(ie. manifold pressures > atmospheric is really all it is)

As for price..... made in the USA so we have to fight exchange rates.
I am not sure what the part cost is but usually about $2000 CDN.
I am getting the whole caboodle for $2500 INSTALLED. (I think they
are cutting me a good deal..... always be friends with your mechanic!).

(features .... see other email with same topic)
I believe you can only buy these from a "licensed" reseller/installer
becuase their is a fee to buy their setup software (required) and I
believe they are kinda funny about not selling this to everyone (I think
it's also expensive software).

Anyway.... if anyone is interested I can probably find out more when mine
shows up...

regard,
fredo

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Date: Tue, 9 May 1995 02:43:21 -1000
From: Allen T "Koji" Kam 
To: toyota-mods@cyberspace.cyberauto.com
Subject: blounce?

quiet quiet?

-Koji

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Date: Wed, 10 May 1995 15:27:00 -0700 (PDT)
From: "Zublin, Bryan (SD-MS)" 
Subject: Modifying Toyota 22RET (turbo) engine
To: "toyota-mods@cyberauto.com" 
Cc: "Zublin, Bryan (SD-MS)" 

Does anyone in this group have experience with modifying the 22RET engine? 
 For those of you not familiar with this engine, it is a turbo version of 
the 22RE engine, available in the Toyota trucks from around 1985 to 1988 (I 
think).  Stock horsepower is around 135.  I have one installed in my 1980 
Celica (easy bolt in), but am running without the turbo and without EFI 
(currently using Weber carbs).  I would like to put the turbo on, and add 
either factory or aftermarket (or home brew) EFI, intercooler, increased 
boost, etc.  I would be interested to hear from anyone who has made any 
modifications to this engine, and the performance potential that it has.  I 
believe that HKS has offered the usual line of bolt on accessaries 
(including intercooler) for turbo engines to increase boost, and have listed 
hp around 190 and torque greater than 200 lb-ft.

Bryan Zublin
General Instrument, San Diego, CA, USA
bzublin@po2.gi.com

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Date: Wed, 10 May 1995 15:59:00 -0700 (PDT)
From: "Zublin, Bryan (SD-MS)" 
Subject: LC Engineering
To: "toyota-mods@cyberauto.com" 

The area code has changed from 714 to 909:

(909) 596-5494

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Date: Wed, 10 May 1995 20:38:52 -0400
From: Chris Myer 
To: toyota-mods@cyberspace.cyberauto.com
Subject: Finally!  A decent brake source!

Well, I know I've been whining about the lack of a good brake manufac-
turer for our Toyotas, and but I think I've found one.  I was just
perusing my nice, new, 10th anniversary edition of "Turbo and High
Tech" magazine, and found and advertisement for and article on a
company called GRIP.  I'll quote a bit of the article:

"The typical BRIP brake package includes front and rear ventilated
rotors, high-performance brake pads, stainless steel brake lines and
Motul DOT-5 sythetic brake fluid.

The rotors are basically stockers that have been cross-drilled and
gold cadmium plated.  The holes used for ventilation have been
radiused to ensure even brake pad wear under the hashest of
conditions.  The cadmium coating is an anti corrosion compound that
helps the rotors better endure the elements.  The rotors are designed
as unidirectional units, so be sure the rotor marked for the left side
of the car is installed on the left side."

I called GRIP to check on a set of rotors and pads for former TM
member Carl Johnson and got some more info.  They claim that this
setup provides 20-25% more stopping power than stock and lasts 3 to 5
times longer.  The pads are Carbon-Kevlar construction with a metal
backing plate.  They aren't cheap, but considering that I don't know
of any good alternatives, they might be the best thing going.  They
claim that their kits start at $249, but the retail price for the
89 MR2 kit is $850, and that doesn't include the brake lines or the
brake fluid.  

(BTW, I can get these to anyone who's interested for 15% off retail.)

Chris

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From: Gary Hong 
To: BZUBLIN@cyberspace.cyberauto.com
Subject: Re: Modifying Toyota 22RET (turbo) engine
Cc: toyota-mods@cyberspace.cyberauto.com
Date: Thu, 11 May 95 19:33:55 PDT

Bryan,

Where did you get the 22RET engine from? A totalled truck? 
Can the turbo from a 22RET engine bolt onto a 22R engine? I guess
it would be easier on a 22RE engine.

Gary

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Date: Fri, 12 May 95 13:05 PDT
To: toyota-mods@cyberspace.cyberauto.com
From: exits@earthlink.net (Scott Gustlin)
Subject: Free Toyota CD-ROM

May 12, 1995

        We thought people might be interested to know that Toyota has
recently released a free Mac/Windows CD-ROM that covers their entire
vehicle line up. Ads that announce its availability are just beginning to
break in the June editions of such magazines as "Road & Track", "Wired",
etc.
        Among other things, the disc includes video footage of every car,
truck, sports utility vehicle, and van in the Toyota line up. You can view
each vehicle from any angle and in any color. Basically, all the
information you would find in any brochure is presented in words, audio,
video, or animation. In addition, the CD-ROM includes details about Toyota
Racing (track and off-road), Research and Development, American Production
facilities, and a Dealership locator that finds a local dealership based on
your zip code.
        The disc is available for free and may be obtained by calling
1-800-GO-TOYOTA. Further, if anyone is interested they can visit us at
http://www.elsewhere.com/~koorhan/ or send us mail at exits@elsewhere.com

Thanks,

Scott Gustlin,
Exits to Elsewhere.
exits@elsewhere.com

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Date: Fri, 12 May 1995 14:58:48 -0700
To: toyota-mods@cyberspace.cyberauto.com
From: rich@ucsd.edu (Rich Fletcher)
Subject: 81 Tercel Engine/mods?

Well, it's time to (at least) replace that head gasket and water pump that
decided to make my life just a bit more exciting (g), so I'm wondering...as
that's getting done, what other mods could I make?  The thing has less
power than a dead horse, so I'd like to do *something* to at least make it
a bit easier/more fun to drive.

A big question:  anyone here have any experience with putting a different
engine in there?  I believe the current one is a 3A-G, but if it's totally
trashed I may have to think about another one.

-Rich

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Date: Fri, 12 May 1995 18:30:00 -0700 (PDT)
From: "Zublin, Bryan (SD-MS)" 
Subject: Re: Modifying Toyota 22RET (turbo) engine
To: "toyota-mods@cyberauto.com" 
Cc: "Zublin, Bryan (SD-MS)" ,

I have been asked to describe this engine in more detail so here goes:

The 22RET turbo engine that I purchased is (as far as I can tell) from a 
1986 truck.  I think that the truck was wrecked.  I purchased it in 1989 for 
$300.  They guy initially wanted $700; I offered $300 and walked.  He called 
me back a few weeks later and said OK.  I think that all he cared about was 
the automatic transmission, which he kept.  The engine came from Texas, so 
it was missing a few of the emissions items required in California (like 
throttle position dampner).  The engine was also missing the computer, air 
flow meter, down pipe from turbo that houses the O2 sensor, pipe from turbo 
outlet to intake manifold, and probably a few other items that I can't 
recall.  The wiring harness had been cut at its largest point, but all 
connectors to the injectors, sensors, etc. were intact.  It seems incredible 
to me that someone would remove an EFI engine like this and not also remove 
the EFI computer, wiring harness, etc.  I have seen a few of these 
advertised over the years.  There was one listed for around $1000, again 
without the computer (idiots!!!).  So I guess I got a good deal.

The current Turbo magazine has an article about a company that sells 
replacement turbos for the 22RET with improved performance, for less than 
the Toyota unit.  Since the turbo is more than $1K, perhaps owners of these 
vehicles would rather part out than spend the money.

The engine was a relatively simple bolt in into my 1980 Celica, and I would 
assume the same for earlier 20R Celicas (maybe even 18R Celicas) and the 
1981 22R Celica.  For 1982 to 1985 Celicas (22R and 22RE), it should also 
work OK, although there may be some interference between the turbo exhaust 
plumbing and the rack & pinion steering system.  With my ball/joint 
steering, it looks like it will clear.  One thing that I has to do was use 
one engine mount/dampner from my old 20R and one from the 22RET.  The stock 
5 speed transmission on my 1980 Celica bolted to the 22RET without a 
problem.

I am currently running without the turbo and EFI.  I have dual Weber carbs 
and headers.  This is not as great as it sounds, since the engine has 7.5:1 
compression (stock), stock cam, and the flow characteristics of 22R heads 
suck (no pun intended).  The intake manifold bolted up to the 22RET head OK 
(round ports on manifold to larger square ports on 22RET).  The headers that 
I used on my 20R engine bolted up also.

There were some changes between the pre and post 1985 22R heads that affect 
the location of the exhaust manifold stud locations.  The 22RET exhaust 
manifold will probably bolt up to 1985 and later 22R(E) heads.  I'm not sure 
of pre 1985 22R(E) engines.  I tried to bolt it to my 1980 20R head, but a 
few of the bolt holes did not line up.  Exhaust ports are pretty much in the 
same place.  I assume that the 22R and 22RE heads are the same.

There are differences in the 22RET head vs. a 22R(E) regarding valves 
(higher temp?).  I don't recall all of the details, although I have 
documentation from Toyota that lists them.

The EFI computer for the 22RET is almost guaranteed to be different than the 
22RE.  Mainly in the programming:  ignition timing, fuel timing for higher 
hp engine, knock sensor (does 22RE have knock sensor?), etc.

My ideal setup would be:  20R head (better flow) on 22RET block (hopefully 
still close to 7.5:1), turbo, EFI, intake manifold with individual butterfly 
valves per port (HKS and others sells these - they look like sidedraft carbs 
with mounting locations for injectors).  The ultimate might be one of LC 
Engineering's prepared 2.5L 22R 200 hp engines (with reduced compression) 
plus the turbo.

The reality is that I have an engine without the computer, etc.  I would 
strongly recommend buying the engine complete; and would consider buying 
another one to get the remaining parts.  One nice thing about the 22RET 2.3L 
"truck" engine (even in the Celicas, 20Rs and 22Rs are still slow revving 
truck engines - sorry, the truth hurts...) is that they have good torque, 
even with mine running 7.5:1 compression ratio.  This is good for a turbo 
engine, since you want some bottom end before the turbo kicks in to improve 
the top end power.  That is, if I ever get thing boosted....  BZ

Bryan Zublin
bzublin@po2.gi.com

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From: Craws@aol.com
Date: Mon, 15 May 1995 01:20:47 -0400
To: toyota-mods@cyberspace.cyberauto.com
Subject: trick suspension

I am looking for some info on suspension mods for my 84 celica. Presently the
car drives like it has marshmallows for suspension. I could replace the
springs, struts and bushings but I want it to handle better than stock. I
would appreciate any info preferably including aprox. cost, what is included
and difficulty of installation.

                                         Thank You 
                                    Eric Crawford
                             craws@aol.com

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Date: Mon, 15 May 1995 08:13:15 -0400
From: Chris Myer 
To: toyota-mods@cyberspace.cyberauto.com
Subject: Just a few thoughts on Bryan's 22RET project

Just a few comments:

The 20R head may or may not be a better flowing head than the one that
is on your 86 22R.  Depends on the production date.  Actually, if I
remember correctly, those made after 86 1/2 flow as well as the 20R.
Also, remember that the 20R head will increase your compression, and this
can be dangerous on a turbocharged engine unless you account for it.  I'm
not sure exactly how much (I don't have my TRD manuals with me at the
moment) but you can check on how much compression the 22R engine has with
the stock head and figure to go at least a half a point higher.  Then,
if you mill it a bit, a bit higher.

Just something to consider.

Chris

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Date: Mon, 15 May 1995 13:43:00 -0700 (PDT)
From: Adrienne Mora 
Subject: Info on 4AGZE upgrades
To: Toyota Mods 

Hi there folks.

I went to a local suspension place to price some parts and had a look at the 
owner's race car.  He's got a 2 door coupe with a 4AGZE in it.  I'm not sure 
of the exact model of the car cos it was a little bit modified and I didn't 
look at it closely!! : )  The engine has been mounted just behind the front 
wheels and it was a rear wheel drive.  They've spent heaps of money on the 
head and will be doing the block this winter.  The supercharger has been 
turned around to blow air out of where it normally takes in it to get rid of 
the airflow restriction.  The clutch has been taken out of it too.  They 
said they're only getting about 9 psi because the rest of the engine has 
been done and the SCer can't put in enough air to keep up with it.  They 
just missed out on a larger SCer but this is still another option.  What 
they'd like to know is what options do they have for increasing power from 
this engine.  (it currently puts out 150bhp at the wheels and they're not 
happy with that).  Ultimately they'd like to put on a 30psi turbo and use 
the SCer to kinda pre-spool the turbo.  Got any ideas?

Thanks heaps

Ade
AdeM@wairc.govt.nz
New Zealand

PS. They haven't got HEAPS of money, but they have already spent a lot on it 
... like pistons from Atlantic Championship parts etc ... new cams etc etc.

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Date: 16 May 1995 12:37:53 U
From: "Iwohara.Steve" 
Subject: Do I need an FCD?
To: "tm" 

I'm planning on purchasing a variable boost controller (i.e., Greddy TVVC)
would I need to also get the FCD?  This is for a '93T MR-2.

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From: "Allan Chen" 
Date: Tue, 16 May 1995 03:21:55 -0700
To: Craws@cyberspace.cyberauto.com, toyota-mods@cyberspace.cyberauto.com
Subject: Re: trick suspension

On May 15,  1:20am, Craws@aol.com wrote:
> Subject: trick suspension

Hi Eric,

> I am looking for some info on suspension mods for my 84 celica. Presently the
> car drives like it has marshmallows for suspension.

	Hmmm, kinda reminds me of my roommates car *hahahaha*.  Gary care to
reply to this *grin*.

> I could replace the springs, struts and bushings but I want it to handle
> better than stock.

	How much better do you wish to make it handle.  Is ride quality
a concern of yours or you love the sensation of passing kidney stones
*hahahah*.  Like Koji has mentioned in a previous post that adjustable
shocks and struts comes in really handy especially if you decide to
date.  Not all girls (sorry about this Adriene *grin*) enjoy a harsh
riding car.  There are a couple of adjustable shocks that come into
mind but Tokico Illumina II (5-way) & III (electric) and GAB 5-way &
8-way adjustables come into mind.  Springs... I have a preference with
progressive rates over straight rates.  The TRD blues are really stiff
if you wish for go-cart handling but after install a set of Eibachs it
really opened up my eyes a little of plush the ride quality could be with
performance to boot.
	Are you planning to race this car?  If you are then you might
want to consider urethane bushings and maybe a strut tower brace and
shock brace as well.  It will definitely change the handling
characteristics of the car completely.  If not, then stock bushings will
be fine for most street applications.  It will come down to really what
you are planning to do with the car.  Street or racetrack or a compromise.

> I would appreciate any info preferably including aprox. cost, what is
> included and difficulty of installation.

	Approx prices... well, talk w/ Chris Myers, yeah, yeah, small
plug for CyberAuto *hahahah*.  WOB WOB WOB.

Latas,
Allan Chen a.k.a. Botoboy
Silicon Graphics Inc.
Mountain View, CA
allanc@sgi.com

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Date: Tue, 16 May 1995 09:48:01 -0400
From: Chris Myer 
To: toyota-mods@cyberspace.cyberauto.com
Subject: More hideously late me/mine/mods

Ok, so I'm late again--what's new?  Here is the latest me/mine/mods submitted
from new members.  Ok, so some of them aren't so new anymore!  Actually, I
already have a bunch of new ones in the in-box, so expect this to be followed 
with a bunch more.

All of you gurus jump in here and share some words of wisdom where appro-
priate.

Chris

----- Begin Included Message -----

>>>>><<<<<
> Name     : Adrienne Mora
> Location : Hamilton, New Zealand
> Model    : 1986 Supercharged T-Top MR2 (japanese import)
> Engine   : 4AGZE
> Mods     : Ceramic button clutch, suspension (lowered and adjustable with 
> custom top plates), lunatic installed in drivers seat
> email    : adem@wairc.govt.nz
> 
>>>>><<<<<
> Name     :	Bob Friesenhahn
> Location :	Dallas, Texas
> Model    :	'91 MR2 Turbo, "Teal"
> Engine   :	3S-GTE
> Mods     :	None yet.  Expect to mod suspension, wheels, tires.
> email    :	bfriesen@simple.dallas.tx.us
> 
>
>>>>><<<<<
> Name:        Sherwin Porciuncula
> Location:    Fort Washington, MD
> Model:       1985 Corolla GT-S Hatchback
> Engine:      4A-GE
> Mods:        None currently.  Want to turbocharge
> email:       villa@wam.umd.edu
> 
>>>>><<<<<
> Name:           David R. Demorest
> Location:       Seattle/WA/USA
> Model:          1988 Toyota MR2 Supercharged
> Engine:         4AGZ Supercharged
> Mods:           TRD Adjustable anti sway bars
>                 TRD Oversize supercharger pulley
>                 TRD Exhaust header and exhaust system
>                 Tokico Illumina shocks fron/rear
>                 Tokico springs front/rear
> email:          d2@d2.seanet.com
> 
>>>>><<<<<
> Name     :	Mark Sijka
> Location :	Boston MA, USA
> Model    :	1988 Supra Turbo, ABS, Targa
> Engine   :	7MGE-T 3.0
> Mods     :	none yet
> email    :	sijka@zko.dec.com
> 
>>>>><<<<<
> Timothy J. Berridge
> Milwaukee, WI U.S.A.
> 90 Tercel Coupe
> 3E
> berridge@omnifest.uwm.edu
> 
>>>>><<<<<
> Name:  Scott Yukuto Amano
> Location:  Winnipeg, Manitoba, Canada
> Model:  1990 Toyota Tercel SE
> Engine:  3E
> Mods:  None, no money
> e-mail:  umamano0@cc.umanitoba.ca
> 
> I wanted to join the list to learn more about the modifying of Toyotas in 
> general.  Someday, I wish to modify my car or get a different Toyota and 
> modify it.  For now, I'm just a poor university student. ;)
> 
>>>>><<<<<
> Name     :Darryl R. Lum
> Location :Honolulu, Hawaii
> Model    :1993 MR2 Turbo, LSD, no T-top, cloth
> Engine   :3S-GTE
> Mods     :K&N Cone, Trust Intercooler, Exhaust, Boost Cut Controller, HKS 
> 46mm boost gauge mounted in stock gauge location, homemade boost control
> email    :drlum@ohana.com     CIS:76440,45
> 
>>>>><<<<<
> my names Brett Fraser, Victoria, British Columbia, Canada .. I drive/love/
> worship/spent too much time with/a red (read onceuponatime red now kinda
> faded red/orange) 83 Celica GT Coupe, 22RE, my only major mods
> at this time is a decent sound system (all self installed), i DEFINATELY
> intend to do suspension/engine mods .. just have to find that second job
> to fund it 
> 
> any questions/comments/suggestions etc.. email address is aarndt@uglw.uvic.ca
> 
>>>>><<<<<
> > Name     :    Damian Bannon
> > Location :	West Cork, Ireland.
> > Model    :	`84 Corolla GT Twin Cam 16v coupe 1600cc
> > Engine   :	4AC
> > Mods     :	4AC engine fitted for the moment.. till I can lay my 
> 		hands on something better, also bilstein suspension 
> 		upgrade and Janspeed exhaust.
> > email    :    gerryc@eeng.rtc-cork.ie
> 
>>>>><<<<<
> Name     :     Robin Charles McKenzie-Boone
> Location :     Fredericton, New Brunswick, Canada
> Model    :     82 Celica GT,  5sp, 14 " alum. wheels (Toyota)
>           84 4Runner SR5
> Engine   :     22R in both (Canadian version)
> Mods     :     K&N, and exhaust
> email    :          robinm@gov.nb.ca
> 
>>>>><<<<<
> Name     : Tim Beatty
> Location : Pompano Beach, FL
> Model    : 1991 Supra Turbo
> Engine   : 7M-GTE
> Mods     : none yet!  My first goal is to increase low end acceleration
> email    : tim_beatty@bocaraton.ibm.com
> 
>>>>><<<<<
> Name     : Mark Stevens
> Location : Lebanon, OH
> Model    : 1988 pickup 4x4 Xtra cab
> Engine   : 22RE
> Mods     : none so far (see below for plans)
> email    : ess2227@desc.dla.mil
> 
> Right now my truck is stock except for the tires (General Grabber AP 
> 31x10.5).  Mods I plan to do:
> 1. upgrade exhaust - larger pipe, turbo muffler, possibly headers.
> 2. suspension - heavier torsion bars, 2" lift leafs, better shocks.
> 3. engine - considering cam upgrade, honed&balanced intake, oversize 
>             throttle body.
> 4. ignition - I am wondering if a Jacobs system will improve the 
>               performance of an EFI engine ?
> 
> All this is subject to when I have money to spend on the truck, and when I
> can convince the wife to let me spend it.
> 
> I am not an expert on Toyotas, but I am learning all the time, and I am 
> interested to find what kind of experience the members of this list have had
> with the kind of mods I am considering.
>
> 
>>>>><<<<<
> A brief introduction:
> My name is Todd Muccilli.  I live in South Plainfield, NJ and attend school at
> Lehigh University in Bethlehem, PA.  My car is an 84 Toyota Cressida.  I know,
> it's not exactly a performance car, but it does have the same 5M-GE engine as
> the Supra of that year.  I figure if modifications are available for the
> Supra, why not the Cressida?  That's my reasons for joining this list.
> The car itself is in absolutely mint condition, with no mods yet, to speak of
> It's black with leather interior and 5 speed.
> 
> I am interested in learning what could be done to the car, as I plan to keep
> it many more years.  I have done many mechanical repairs to the car and
> consider myself reasonable able when it comes to diagnosing and fixing some of
> the problems.  I have very little knowledge with regards to performance
> modifications however.
> 
>>>>><<<<<
> Name     :
> Location :	Toronto/Canada
> Model    :	1984 Celica Supra
> Engine   :	5M-GE
> Mods     :	Audio for now. I joined the list to find out what mods are 
> reasonable for me to attempt.
> mail    :	ghorvath@malthus.acs.ryerson.ca
> 
>>>>><<<<<
> Name: Amanda Dennis
> Location:Cleveland,OH
> Model:'95 MkII MR2 Turbo
> Engine: 2.0l turbo
> Mods:none
> email:acdenn@en.com
> 
>>>>><<<<<
> Name  : Indra Tan
>  Location : Waterloo, Ontario, Canada
>  Model    : 1992 Toyota Paseo
>  Engine   : 5E-FE (similar to 95 Tercel)
>  Mods     : -
>  email    : tanx2000@mach1.wlu.ca
> 
>>>>><<<<<
> Here's the information on my car:
> 1988 MR2
> 4AGELC 1.6 engine non-sc
> Engine mods exhaust HKS, want to try a SC exhaust though.
> Splitfires and same make wires.
> TRD progressive springs (same height as stock)
> stock rims, don't like to look to 'fancy'
> Wade Chan

----- End Included Message -----

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From: Gary Hong 
To: Craws@cyberspace.cyberauto.com, allanc@cyberspace.cyberauto.com,
Subject: Re: trick suspension
Date: Tue, 16 May 95 9:52:08 PDT

From: "Allan Chen" 
>
>On May 15,  1:20am, Craws@aol.com wrote:
>> Subject: trick suspension
>
>Hi Eric,
>
>> I am looking for some info on suspension mods for my 84 celica. Presently the
>> car drives like it has marshmallows for suspension.
>
>	Hmmm, kinda reminds me of my roommates car *hahahaha*.  Gary care to
>reply to this *grin*.

When I read Eric's msg about marshmallows for suspension, I think of two cars:
My 82 Celica and my parent's 89 Camry.  Odd, but the 89 Camry has more roll
then the Celica.

Gary

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Date: Tue, 16 May 1995 09:54:00 -0700 (PDT)
From: "Zublin, Bryan (SD-MS)" 
Subject: LC Engineering 200HP 2.5L 22R
To: "toyota-mods@cyberauto.com" 
Cc: "Zublin, Bryan (SD-MS)" ,

In the June 1995 issue of "Hot Mini Trucks Pictorial" (Vol. 1, No. 1, 
presented by "Truckin" magazine), there is an article about a LC Engineering 
modified 22R engine.  The specs are 200 hp at 6000 to 6200 rpm, and 187 
lb-ft at 5200 rpm.  The block is a 1985 to 1991 22R, bored and honed. 
 Engine components are balanced and blueprinted.  A "hatchet head" 
crankshaft is used, which is 6 pounds lighter than stock.  Pistons are 94 mm 
(.080" oversize, 63 grams lighter than stock), stroke is unchanged; 
displacement is 2.5L, compression ratio 10:1.  The cylinder head is a 20R, 
with bugger valves and porting.  Carbs are Mikuni 44mm dual sidedrafts. 
 High flow, high pressure oil pump.  Timing chain conversion to make it dual 
vs. single.  Exhausted via headers (4 into 1).

This is only one of the many configurations that they offer.  They also have 
a stroked motor, 2.6L.  Get their catalog for $7 for more details.

I spoke with John at LC Engineering.  He said that the above engine package, 
complete ready to bolt in, is around $6000.  They use the 1985-1991 22R 
blocks instead of the earlier blocks because of the lower deck height, which 
allows lighter pistons.  He mentioned that there are also magazine articles 
in 4-Wheeler and Circle Track (I haven't seen these yet).

Here's their address:

LC Engineering
2878 First St., Unit G
La Verne, CA  91750
(909) 596-5494

Bryan Zublin
bzublin@po2.gi.com

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Date: Tue, 16 May 1995 14:24:16 -0500 (CDT)
From: "Darin C. Ginther, DCG9381@Zeus.tamu.edu" 
To: toyota-mods@cyberspace.cyberauto.com
Subject: More V6 truck questions

Does anyone know if after market cams are available for my 1990 V6 truck?
I have had a field day ordering catalogs in the last couple of months, but
no luck.  Any ideas?

My opinion of the motor in this truck is that aftermarket support is not
available for serious modifications.  Sure, headers, exaust, mild intake
mods are available - but how about some good stuff like cams and such?!?!

I set of headers and a extrude hone intake just dont get it for me.

-D.Ginther

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Date: Tue, 16 May 1995 16:56:25 -0400
From: Chris Myer 
To: toyota-mods@cyberspace.cyberauto.com
Subject: And here's the rest of the me/mine/mods

Lots more good stuff here.  Ought to be the basis for many good threads...

Chris

>>>>><<<<<

name: Eric Crawford
location: Atlanta, GA/ Long Island, NY
Model: 84 Celica GT hatchback 130,000miles a/c ps 5spd
engine: 22RE(top end disassemled)
mods: none yet
email: craws@aol.com

>>>>><<<<<

My name is Josh Daynard, I live in Owings Mills, MD, go to school at the 
University of Maryland Baltimore County, and work at the National Oceanic 
and Atmospheric Agency in Silver Spring, MD as a computer programmer.

I am the pround owner of a pearl white 1987 Toyota Supra Turbo Targa.

Mods include:
-recently rebuilt engine (at 120k) with thermal barrier coating by SWAINTECH
 on pistons.
-HKS Super Power Flow air filter.
-HKS Electronic Valve Controller for adjustable wastegate control.
-HKS Vein Pressure Converter to bypass the mass air sensor(removed) and 
to adjust the air-feul mixture from in-car.
-Custom Turbo designed and built by Michael Levitas of Turbo Performance 
Center in Glen Burnie,MD (see recent issue of TURBO magazine for a 
picture of him and his twin turbo Porsche).
-Polished turbine housing.
-HKS intercooler
-HKS large fuel injector upgrade
-HKS metal head gasket
-HKS boost gauge
-HKS PFC_FCON - fuel computer
-HKS fuel cut defenser
-HKS 3" diameter turbo exhaust
-HKS upgraded tems controller
-Tokico 3-way adjustable shocks
-Eibach springs
-BBS wheels
-Cool Carbon carbon-kevlar brake pads
(thinking about getting the whole Brembo brake set)
-various stereo stuff - blah, blah

That about does it.  I love this car, and as far as street cars go, it's 
faaaast.  It runs the quarter in about 13.3 on a cold day with street 
tires, all accesories, subwoofers, etc.

I hope there are more people like me out there who are totally addicted 
to performance as I have many anecdotes/questions to tell/ask.

Josh
school:jdayna1@gl.umbc.edu
work:daynard@thunder.nws.noaa.gov
 
>>>>><<<<<

Name: Jerry Chwang
Location: Toronto, Canada
Model: 1993 MR2 Yellow
Engine: 5S-FE 2.2L
Mods: None yet
email: chwang@ecf.toronto.edu

>>>>><<<<<

Name:  Gary Bell
Location: Balto., MD  USA
Model:    1988 Camry, Metalic Rose Tan with burgandy interior.  It is the 
          base model with A/C, auto/OD, upgraded speakers and Kenwood head 
          unit.  Clean not many dings, after market front mud flaps.

Engine:  3S-FE Inline four.

Mods:   K&N filter, Synthetic trans fluid.

Hopes/aspirations:  Would like SE anti-roll bars and stickier tires.
                    An Amp or two would be nice and a subwoofer also. 

>>>>><<<<<

	Hello everyone:

	My name is David Tab, I live in Boston mass. I have a 1987 Toyota
	Supra Turbo. It has the 7MGTE engine. You can send me direct E-mail
	to: peymaan@acs.bu.edu. 
	The following are mods I have done to the car:

	Body: I have upgraded the nose, taillights, rear spoiler, dash,
	instrument cluster, and paint with 1992 parts, so essentially, the
	car looks like a '92. I am in the process of changing the color 
	again from the Burgundy Pearl '92 color to a new Amethyst metallic
	purple from the new Porsche 911 turbo.

	Suspension: I have HKS springs (not Eibach, these are original HKS
	design), HKS shocks, HKS EAC-T TEMS control, and Suspension Techniques
	anti-sway bars. The wheels are upgraded to 17" Borbet type "A", and
	the tires are Dunlop SP8000s in 245-40ZR-17.

	Engine: HKS 3" exhaust, HKS powerflow, HKS EVC, HKS intercooler, HKS
	PFC-Fcon, HKS VPC, HKS injector upgrade, HKS turbo upgrade. I have had
	the cylinder head, intake manifold, and throttle body ported and 
	polished by the Extrude-Hone process. I have rigged a custom
	intercooler sprayer from the original headlamp sprayers. I have a 50
	horsepower NOS kit that activates at full throttle and cuts out at
	6 PSI of boost (my car is automatic). I have a turbo timer by "Ultra"
	that monitors turbo temp, and cools accordingly. I have an HKS peak
	boost gauge, a peak EGT gauge, and a Cyberdyne Air/Fuel ratio
	indicator. 

	Stereo: I have a Premier FHP-95 double-DIN AM/FM cassette, single CD,
	CD changer control head unit, a Premier 12 CD changer under the 
	passenger seat, ADS 325is separates in front, ADS 300is rear, 2 ADS
	S10s subwoofers in custom covered and painted enclosures, and soon
	to come (although I am still deciding on this) McIntosh amplifier.
	I also have a Clifford Intellivoice IQ alarm custom wired to work in
	conjunction with the factory alarm.

	All of my instruments, gauges and stereo components are custom mounted
	and everything looks factory. Nothing hangs anywhere. 

	I Love my Supra, and have put in a lot of sweat and tears into it. I
	have done all the work myself, and have become very knowledgable about
	the car. It is currently in storage, as I have not yet pulled it out
	for the summer. Changes I have made since last year that I have yet to
	try have been the NOS kit, the S/T sway bars, the SP8000 tires
	replacing Bridgestone RE71s, some stereo upgrades, and the new alarm. 

	I am looking forward to hear from others in the group. I already know
	Aaron Buhr who told me about the list, and Josh Daynard with his
	modified Supra.

						David T

>>>>><<<<<

Location : Brisbane Australia.
Model    : 1991 Corolla Seca (5 door liftback) SX
Engine   : AE92 4A-GE (Transverse front wheel drive)
Mods     :

	Current -

	* New locally made high flow inlet filter.
	* Modified air box intake.
	* Modified ignition timing.
	* 15" rims 195/50 Michelins

	To Do (within reason) -

	* Freeer flowing inlet filter (K&N Cotton filter ?)
	* Sonic clean injectors/fuel rail (original at 120,000 km) 
	* Modify cam timing (vernier gears/offset keyhole).  
	* Increase fuel pressure.  
	* further modify ignition (chassis dyno).  
	* TRD spec headers (locally made)
	* Freeer exhaust system, larger cat conv.
	* New King Springs / GAB/Koni shocks.

	To Do (not so within reason) -

	* Port/Polish head, specially inlet.  
	* TRD High Compression Pistons.
	* TRD Spec cams.
	* Motec programmable EFI computer. :-)
	* 4A-GZE conversion :-)
	* 3S-GE conversion :-) :-)
	* 3T-GTE conversion :-) :-) :-) (torque steer central!)

	email    : geoff@dstc.edu.au

	About me,

	I've been interested in the control and mechanics of the toyota
multivalve EFI engines for some time now. My working experience has given me
quite a bit of experience in electronic design (mostly digital), and
embedded programming (80186, 80960 mainly). My personal search for
knowledge has mostly been within the EFI control area, due to my affinity
with embedded control (however the analog controllers used in the
toyota systems are a bit beyond me.) I am now also looking into mechanical
improvememts I can make to my venerable old 4A-GE, I have a few question
relating directly to this which I'll put to the group if I'm admitted. On
the other hand if anyone has questions on the EFI side of things, I'm sure
I can be of some help. My knowledge wrt. suspension body mods is minimal.

>>>>><<<<<

Name:		Dave Swenson
Location:	Amity Harbor (Long Island) New York
Model:		1991 MR2 Turbo red
Engine:		3S-GTE  2.0l 16v Turbo Intercooled  200hp stock
Mods:		Tokiko aluminas 5-way adjustable shocks, K&N air filter
eMail:		dswenson@pwcm.com

Street tires - Yokohama AVS Intermediate.  Race rubber - BFG Comp TA R1 226 
compound for autocross, and I use the 230 compound for EMRA Time Trials held at 
Lime Rock in CT, Bridgehampton in NY and Pocono Raceway in PA.

I am the SCCA NY Region Flagging & Communications Chief.

-- 
Dave Swenson					PaineWebber Inc.
Systems Engineer				Technology Center
Distributed Systems Operations			800 Harbor Blvd  2nd FL
						Weehawken, NJ 07087-6725

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From: "Aaron Buhr" 
Subject: Aggghh!
To: supras@cyberspace.cyberauto.com (Toyota Supras ML),
Date: Tue, 16 May 1995 20:42:59 -0400 (EDT)

    Well folks, I have a sad tale to tell.  This weekend while driving
around normally (well less enthusiastically than I regularly drive) my
turbo exploded.  Slight exaggeration maybe.  I was accelerating away
from a stoplight at maybe 66% throttle, the boost built up to about 7
psi, and I heard a *POP* from up front, not especially loud.  I backed
off the throttle, then when I tried to get back on it again I noticed
I couldn't get any boost whatsoever!  I pulled over and popped the
hood, then revved the engine and noticed that I could hear the
turbocharging screeching and whining like crazy. :(

    I decided to limp home and think about the problem there, but I
went about 100 ft. before noticing that the oil pressure gauge was all
the way down!  Apparently all the engine oil had blown out through the
failed turbo.  At that point I pulled over pronto and stopped the car.
At least I was lucky as far as the timing was concerned, because I had
already scheduled to have my head gasket replaced on Monday, so the
mechanic was expecting me.  I'm really glad this didn't happen _after_
I had the head gasket done.  But I did have to get my car towed to the
shop.

    The mechanic didn't get a chance to get to the car until today.
He told me that turbocharger shaft had actually snapped in two!  He
said that he found the compressor wheel and half the shaft lying in
the air intake hose leading to the turbocharger.  He also said that
the compressor wheel was really screwed up and that it had gouged the
compressor housing pretty bad too. :( He hasn't cracked the engine
itself open yet but he doesn't think there's any engine damage.  I
sure as hell hope not.  Anyway we do plan to flush the intercooler out
to remove any metal pieces or slivers that might be in there.

    Some of you may remember that I had my turbocharger rebuilt
recently by Turbonetics.  I got it back from then around February 1
this year.  They had machined the housings, clipped the exhaust wheel,
and exchanged the compressor wheel for an upgraded Super-S design.
Before I had the work done I inquired about a warranty and their rep
told me they only offered a 90-day warranty, so I was about 2 weeks
out of warranty when this happened. :(

    I sent a letter in to Turbonetics Monday night explaining what
happened and letting them know that I feel gypped that I sent in a
functioning turbo, if not quite showroom-floor condition, and now less
than four months later I'm out the $550 I paid them (plus mechanic's
fees) and have scrap metal in place of my turbo.  I called them several
times today and each time they said the boss hasn't had a chance to read
my letter yet.

    I've started exploring options about getting the turbo replaced,
since I have a feeling that with the extent of the housing damage done
to my turbo there won't be much benefit in trying to rebuild it.  I've
been looking into the HKS and Trust replacements, but I have several
concerns with them.  The first concern is price, since they range from
$2000 to $2200 for their base models.  The second is labor required,
since they involve replacing oil lines etc.  Not only is that a "less
clean" solution, it involves higher mechanic fees.  The third concern
is that as far as I know those designs are several years old and I
believe the state of the art in turbocharger design has advanced since
then, while those designs have remained static.

    Right now I'm leaning towards exchaning my scrap for another upgraded
CT-26 turbo, but this time from Turbo Engineering Corp (TEC), who provide
a one year warranty.  They quoted me a ballpark price of $1100.  But first
I'm going to see if Turbonetics is going to give me any satisfaction
whatsoever.  If not, I'll definitely warn everyone on these lists away
from them, and probably write to Turbo magazine and to the California
Better Business Bureau. 

    Well, we'll see how it goes.  Wish me luck.

Aaron B.
temporarily disabled 1990 Supra Turbo :(

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From: "Allan Chen" 
Date: Wed, 17 May 1995 03:56:12 -0700
To: "Aaron Buhr" ,
Subject: Re: Aggghh!
Cc: allanc@cyberspace.cyberauto.com

On May 16,  8:42pm, Aaron Buhr wrote:
> Subject: Aggghh!

Hi Aaron,

	Sorry to hear about the mishap of your turbo.  Hope you have a
quick and speedy resolution but here are some small words of advice.

>     I sent a letter in to Turbonetics Monday night explaining what
> happened and letting them know that I feel gypped that I sent in a
> functioning turbo, if not quite showroom-floor condition, and now less
> than four months later I'm out the $550 I paid them (plus mechanic's
> fees) and have scrap metal in place of my turbo.  I called them several
> times today and each time they said the boss hasn't had a chance to read
> my letter yet.

	Regarding your letter, you should have sent it registered so that
there is a legit time reference to it.  It will state that someone has
signed for it so they will not be able to use the excuse that they did
not receive/read it.

	And most important... document, document, document.  Write down
the times, dates, point of contact, topic discussed, etc.  It will be a
benefit if this ends up in court.  It will provide a timeline as well as
your attempts to resolve this issue.  It may steer the judgement in your
favor as well.

> I'm going to see if Turbonetics is going to give me any satisfaction
> whatsoever.  If not, I'll definitely warn everyone on these lists away
> from them, and probably write to Turbo magazine and to the California
> Better Business Bureau.

	Take appropriate actions as needed and do not take your time on
it either.  If they continue to lead you on... file it and take action.
I'm not certain what their state laws are nor what the statue of
limitations are... but look into it and make it an action item.

>     Well, we'll see how it goes.  Wish me luck.

	Good luck... Hope you could get this resolved without any undue
duress.

Latas,
Allan

p.s. I'm not a lawyer, but I encountered situations very similar to this
and I made alot of mistakes trying to give people the benefit of the doubt.
In other words... being too trusting.  With the streak I have encountered
lately I'm viewing the sides of human nature in general with a bit more
skepticism.  Being a nice guy and being taken advantage of is not my idea
of good business ethics and practice.  Reacting too late as well not
properly documenting the events did not help me at all... so please don't
make the same mistake I did.  Big city... big problems... well Toto, I don't
think we're in Hawaii anymore :^P.

-- 
*******************************************************************************
Allan Chen                                      It takes a big man to cry but, 
Silicon Graphics Inc.                           it takes an even bigger man 
Mountain View, CA                               to laugh at that man. 
allanc@sgi.com
*******************************************************************************

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From: "Benjamin T.P. Tan" 
Subject: Jetting Questions (Here we go again..)
To: toyota-mods@cyberspace.cyberauto.com (mods)
Date: Thu, 18 May 1995 09:23:06 +0800 (SST)

Ok, Here we go again about jetting. Wasn't someone (who, me? ;-) )
working on an FAQ? Anyway, here goes:

As some may recall, I've got them "wonderful" downdrafts here in
S'pore. Koji (or was it Allan?) suggested that they are Solex carbs.
There are 2 #14 screws at the lower-side of the fuel chamber that give
access to the jets. 

I was toying with my jetting yesterday and switched the larger jet
(primary?) from 132 to 177. The smaller (secondary?) I originally
moved from 80 to 107 but then went back to 80 as it wasn't helping me
any. Got to toy with the AC jet now, plugs are black on high revs..
BUT, I find I can push the car to just short of 7000rpm even on 3rd
gear. It used to go flat above 5500rpm. To put things in the right
perspective, we're taking about a '79 2T-B in a TA40, here.

Questions:
If the mix was already "correct" (i.e. plugs a nice toasted brown)
thoughout the rev range, can I help myself any by increasing the
petrol jets and the AC jet along with it? My partical tests was seems
to indicate that I can, but I could be missing something somewhere.

Chris, is that Mikuni still with you? *ahem*

ben

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Date: Fri, 19 May 1995 18:05:00 -0700 (PDT)
From: "Zublin, Bryan (SD-MS)" 
Subject: Flow characteristics of 22R head
To: "toyota-mods@cyberauto.com" 

Chris writes:

>  The 20R head may or may not be a better flowing head than the one that
>  is on your 86 22R.  Depends on the production date.  Actually, if I
>  remember correctly, those made after 86 1/2 flow as well as the 20R.

All of the 22R heads that I have seen look pretty bad.  These include years 
1981 (first year of 22R) and my 22RET head (1986 or so).  From what I have 
read/heard, the ports on the 20R were modified (to make the 22R) to improve 
emissions by inducing swirl of the air/fuel mixture.

Can anyone on the list verify if the post 1986 22R head has improved flow 
compared to the original 22R?  Also, does porting help the 22R?  My guess is 
no on both accounts.  BZ

Bryan Zublin
bzublin@po2.gi.com

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From: Koji Kam 
Date: Mon, 22 May 1995 21:13:56 -1000
To: toyota-mods@cyberspace.cyberauto.com
Subject: WOB- Seatbelt alert

This does not apply to toyota's although many hondas,subarus,fords,diahatsus,
nissasns,mazda errr errrr suzuki and some others... it seems cars with seatbelts
from "takata" japan are defective and don't 'lock' properly.

this does not apply to toyota's i didn't see toyota on the list and there was more

i hope someone else can expand on this..

-Koji

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From: "Allan Chen" 
Date: Tue, 23 May 1995 10:24:54 -0700
To: Koji Kam ,
Subject: Re: WOB- Seatbelt alert
Cc: alung@cyberspace.cyberauto.com, selwyn@cyberspace.cyberauto.com,

On May 22,  9:13pm, Koji Kam wrote:
> Subject: WOB- Seatbelt alert
>
> This does not apply to toyota's although many hondas,subarus,fords,diahatsus,
> nissasns,mazda errr errrr suzuki and some others... it seems cars with
> seatbelts from "takata" japan are defective and don't 'lock' properly.

	It deals with a small plastic piece that does not take too likely to
large thermal changes... in other words, they become brittle and crack.  I'm
not certain if it involves the inertia locking system or it is in the clip
itself.  If some knows... could you please verify/clarify.

> this does not apply to toyota's i didn't see toyota on the list and there was
> more

	Well, I saw it on the news last night regarding this... and Toyota's
were included on the list.  I'm not all that certain about the years involved
but I believe it's between '86-'91?92? (Can someone verify the ending year).
I guess I gotta let my baby bro know about my GT-S.

> i hope someone else can expand on this..

	I gave it my best shot, but if anyone has NHSTA report... could you
please post it.

Latas,
Botoboy

-- 
*******************************************************************************
Allan Chen                                      It takes a big man to cry but, 
Silicon Graphics Inc.                           it takes an even bigger man 
Mountain View, CA                               to laugh at that man. 
allanc@sgi.com
*******************************************************************************

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From: aarndt@sirius.uvic.ca (Aaron  Arndt)
Subject: Hmmm dead list or just REAL Slow??
To: toyota-mods@cyberspace.cyberauto.com
Date: Tue, 23 May 1995 12:18:02 -0700 (PDT)

Hmm about 2 weeks ago id get between 20-40 mail a day from this list and
Toyota-l combined a day .. for the last week or so Ive been getting next
to nothing, went away for 3 days and upon return expected tons of mail, had
8 total.  Is this list real dead lately or am i not getting most of my mail?

thnx

Brett Fraser
83 Celica Coupe GT, 22RE w/120000k approx.  (presently parked in driveway
with all body mouldings off + 30% sanded)

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Date: Tue, 23 May 1995 15:40:00 -0700 (PDT)
From: "Zublin, Bryan (SD-MS)" 
Subject: The Toy Store
To: "toyota-mods@cyberauto.com" 
Cc: "Zublin, Bryan (SD-MS)" 

Does anyone know if the Toy Store in Las Vegas, NV, still exists?  I have a 
catalog from 1990.

Bryan Zublin
bzublin@po2.gi.com

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Date: Tue, 23 May 1995 22:18:52 -0400
To: toyota-mods@cyberspace.cyberauto.com
From: cmyer@cyberauto.com (Christopher Myer)
Subject: BOUNCE toyota-mods@cyberauto.com: Admin request

See the h*lp in the 4th line?  That's the reason!

>Date: Tue, 23 May 1995 18:43:40 -0400
>To: owner-toyota-mods@cyberauto.com
>From: owner-toyota-mods@cyberauto.com
>Subject: BOUNCE toyota-mods@cyberauto.com: Admin request
>
>Date: Wed, 24 May 1995 11:01:00 -0700 (PDT)
>From: Adrienne Mora 
>Subject: RE: WOB- Seatbelt alert
>To: Toyota Mods 
>
>Here in New Zealand ... ALL imported cars (from japan) have the seatbelt's 
>replaced because they don't stand up to our standards.  If they're not 
>replace then your car will fail it's Warrent of Fitness test.  Hope this may 
>help.
>
>Ade
>'86 SC T-Top MR2
>New Zealand
>
> ----------
>> From: toyota-mods-owner
>> To: toyota-mods
>> Subject: WOB- Seatbelt alert
>> Date: Monday, 22 May 1995 09:13PM
>>
>> This does not apply to toyota's although many 
>hondas,subarus,fords,diahatsus,
>> nissasns,mazda errr errrr suzuki and some others... it seems cars with
>> seatbelts
>> from "takata" japan are defective and don't 'lock' properly.
>>
>> this does not apply to toyota's i didn't see toyota on the list and there 
>was
>> more
>>
>> i hope someone else can expand on this..
>>
>> -Koji
>> 
>
--
Christopher P. Myer
Cyberspace Automotive Performance
www.cyberauto.com

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From: danapple@vicor.com
To: "Zublin, Bryan (SD-MS)" 
Cc: "toyota-mods@cyberauto.com" 
Subject: Re: The Toy Store 
Date: Tue, 23 May 95 22:26:13 -0700

> "Zublin, Bryan (SD-MS)"  writes:

> Does anyone know if the Toy Store in Las Vegas, NV, still exists?  I have a 
> catalog from 1990.

Last month I tried to reach them, but didn't find them.  411 in Vegas
had three "Toy Stores" but they are not Toyota Toys, just GI Joe Toys.

> Bryan Zublin

Dan.

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Date: Wed, 24 May 1995 13:58:12 -0400
To: toyota-mods@cyberspace.cyberauto.com
From: cmyer@cyberauto.com (Christopher Myer)
Subject: Re: The Toy Store 

I know that one of the "Toy Stores" closed, and I'm pretty sure it's
the one we've been referring to in this thread.

Chris

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Date: Wed, 24 May 95 18:35:22 EDT
From: Tim Dziechowski 
To: bzublin@cyberspace.cyberauto.com
Cc: timd@cyberspace.cyberauto.com, toyota-mods@cyberspace.cyberauto.com
Subject: Re: The Toy Store 

> "Zublin, Bryan (SD-MS)"  writes:

> Does anyone know if the Toy Store in Las Vegas, NV, still exists?  I have a 
> catalog from 1990.

According to the suppliers list, Toy Store is gone.  You might try:

Sarizer Motor Company (formerly the Toy Store East)
453 Van Houten Ave, Passaic, NJ  07055
(201) 473-2446 / (201) 473-2570 FAX
Complete line of performance parts for your Toyota. Cover Craft, HKS, ANSA,
Weds Wheels, Tokico, Suspension Techniques, TRD, Doug Thorley.  Free
catalog.  Talk to John.

timd@hitu.enet.dec.com  (Tim Dziechowski - '92 4x4 pickup 22re Borla + K&N)

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From: "Aaron Buhr" 
Subject: Blown turbo news
To: supras@cyberspace.cyberauto.com (Toyota Supras ML),
Date: Wed, 24 May 1995 23:06:14 -0400 (EDT)

    Well folks, I have lots of news, mostly good. :)

    First off, you may recall that last week I sent off a letter to
Turbonetics asking what they were going to do about my failed turbo.
I received a (handwritten on lined paper -- this guy needs to join the
80's) fax letter from the president of Turbonetics saying that
"although the industry standard for modified turbos is _no_ warranty"
(my emphasis) I should send in my turbo for them to look at and see if
the fault was due to their work.  So I had the mechanic send it off
last Thursday second-day-air.

    I called them yesterday and asked what the deal was, and they said
that the turbo compressor wheel hub had exploded, that it was due to a
fault in the wheel manufacturing process, and they were going to fix
the turbo under warranty, no charge!  Yahoo!

    I started talking with the guy then.  It turns out the guy on the	
phone was Chris, Chris Weisberg I believe who has been mentioned two
or three times in virtually every Turbo magazine for the last year.
He said that he had had to help out Sam (who was my original contact
person at Turbonetics) in the design for my modified turbo and he was
curious what I thought about the results.  I told him basically that
the lag was unchanged from stock, but that there was a _lot_ more
power at high rpm.

    I told him that I could see boost dropping off just a bit about
6200 rpm, and that I was worried that when I increased boost further I
might have a more significant boost drop-off at high rpm, so he
suggested switching to a different compressor wheel altogether.  I
asked him what the next step up was (I had had a "super-S" trim wheel)
and he said the "super-V" I believe was the next up (or maybe that was
"super-H", those were the next two and I forget the order they were
in).  He said they'd have to re-machine my turbo housing to fit it in,
but there'd be no additional charge due to the trouble I've had to go
through with it breaking.

    So, it looks like I'm going to get my turbo fixed and upgraded
again for free (excluding of course mechanic's charges).  And the
other good news is that the mechanic did a compression test, then
pulled the head off and looked at everything and says the engine looks
fine, which really relieved me.  It looks like I'll just be paying
slightly more than the original amount I had planned to do the head
gasket change (extra mechanic charges to flush all the oil out of the
intercooler etc.).

    Of course, it is a big hassle to be without transportation.  Last
week was really pretty shitty.  First off, my turbo blows up.  Then, I
had been riding my bike to work and back since my car was in the shop,
and Tuesday night I forgot to put my bike away when I came home from
work and left it outside my door overnight.  Needless to say, the next
morning it was gone.  Then the next day I had to go on a business trip
up to Jacksonville, and I rented a 4-door Neon.  So of course that day
the Florida Highway Patrol decides they're going to have _six_
troopers team up with a patrol plane to stopwatch-clock speeders and
pull them over.  I got a ticket for 68 in a 55, my third in about 12
months. *sigh* My next insurance bill is going to be ugly, I can tell.
Anyway, that was last week and if I never have another like it I'll be
happy.

    The other news is that I am now in Jacksonville, FL permanently (I
was in Gainesville, FL).  I got a new job about two months ago and had
been working out of a sort-of branch office in Gainesville.  They
decided they had to have me here in Jax, so I moved up here over last
weekend.  I left my computer behind with my old roommate in
Gainesville, because he needed a computer, I wanted to get a new one,
and I thought I was going to need the money from the computer to fix
my car.  So I currently am computerless and have to access my internet
account long-distance.  What this all boils down to is that I'll be
checking my mail infrequently for the next week or two until I resolve
how things are going to work out, and just wanted to let everyone know
my responses will be more sporadic than usual. :) When I next have
regular internet access again I expect to have a new account here in
Jax with a local internet provider.

    I want to thank everyone for the support during this mess.  I was
really worried for a while there, but it looks like everything's going
to turn out ok, barring some inconvenience.  I'll keep everyone
updated and let you all know how the Supra feels when I get it back
with new head gasket and newly-modified turbo. :)

Aaron B.

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Date: Fri, 26 May 95 12:29:15 +0100
From: CAPTAIN CHAOS 
To: toyota-mods@cyberspace.cyberauto.com
Subject: 18RG overbore query

Hi there all, erm i suppose this is directed mainly at Chris, but anybody
feel free to comment :)

I have the chance of buying 1980 18RG celica thats been overbored to a 2.2l,
aparrently the bloke said this was done as a special one off car, and was
like this since new. Well what i want to know is :

	What sort of power/torque increase would i expect just from
	upping the thing to 2.2 using TRDs kit? and rougly how much
	does all this cost?

Reson i ask is this car is 550 UK pounds, and is absolutley immaculate, so
perhaps id be better off getting this one rather than finishing mine, and
buying TRD pieces from abroad, which i rekon would be much more *expensive*..

As far as i know it hasnt had any other mods, like cams or that apart
from he said it had a 2.2 gearbox, i suppose he means the US box that comes
with the 2xR ? Any ideas.

Andy.

--
Andy.

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Date: Mon, 29 May 1995 11:24:32 -0400
To: toyota-mods@cyberspace.cyberauto.com
From: cmyer@cyberauto.com (Christopher Myer)
Subject: Re: 18RG overbore query

>I have the chance of buying 1980 18RG celica thats been overbored to a 2.2l,
>aparrently the bloke said this was done as a special one off car, and was
>like this since new. Well what i want to know is :
>
>	What sort of power/torque increase would i expect just from
>	upping the thing to 2.2 using TRDs kit? and rougly how much
>	does all this cost?

The 2.2l upgrade is a fairly common upgrade to the 18RG.  I'll avoid my
TRD bashing soap box here, but if you look in one catalog you'll see that
the 92mm overbore pistons (that's all there is in a 2.2l "kit") will
get you to 2.2l, in another catalog it says this only takes you to 2.0l,
and in the third (latest) catalog, it doesn't say at all.  Oh, btw,
different part number in all 3 catalogs.  You can do the math, though.
80 mm stroke, 92mm bore (or is it 92.5mm?  Again the catalog confuses,
confounds.)  Stock bore is 89 mm, btw.  The compression ratio on these
is 10:1, and they _used_ to retail for $100 each (with rings) before the
trade war with Japan started.  All bets are off for what they cost now.

>Reson i ask is this car is 550 UK pounds, and is absolutley immaculate, so
>perhaps id be better off getting this one rather than finishing mine, and
>buying TRD pieces from abroad, which i rekon would be much more *expensive*..

An immaculate Toyota with a 2.2l 18RG for under $1000 US and you haven't
bought it yet?  Like, maybe, you're waiting for a sign from heaven?
(*See likeness of Koji floating down on a cloud...*)

Chris

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To: toyota-mods@cyberspace.cyberauto.com
Subject: Re: 18RG overbore query
Date: Mon, 29 May 1995 20:10:23 +0100
From: "A.M.Lagden" 

In message <199505291501.LAA02662@cyberspace.cyberauto.com>, cmyer@cyberauto.co
m writes:
>
>An immaculate Toyota with a 2.2l 18RG for under $1000 US and you haven't
>bought it yet?  Like, maybe, you're waiting for a sign from heaven?
>(*See likeness of Koji floating down on a cloud...*)
>
>Chris
>

Well im still a student (and a poor one too:), right bang in the middle 
of my final year exams right now, last one is on 7th of june, so i think
im going to pop home and try 'borrow' some money, and in the mean time
try to sell my other run around car (Ford Escort 1.3 :) for a few pounds

It started out that a friend of mine was going to buy it, but then he backed
out of it, after his Celica passed the Ministry Of Transport test this year, andi dont think he had the money either.. :)

Boy i want it, but i cant have it (YET!), but im gonna try hard, its too good
to let pass i think, good thing is that many people in the UK dont seem to
take much notice of older toyotas so it should stay around for long enough,
I hope..

Andrew.

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Date: Tue, 30 May 95 08:10:23 MEZ
From: Stephen Ferguson 
To: toyota-mods@cyberspace.cyberauto.com
Subject: Wheel offset

Does anyone have info on wheel offset for Toyotas?  I am looking 
for the offset for an '86 Corolla GT-S (RWD) and a first 
generation MR2.  I think they shared wheels in '85, so I imagine 
they are the same, but I want to be sure as I am going to buy an 
MR2 and would really like to be able to use my winter rims/snows 
from my Corolla.

Thanks,
Stephen

p.s. what do you think the latest trade battles between the US 
and Japan will mean to the price of factory parts?

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Date: 30 May 95 13:13:14 EDT
From: "Kevin W. Smith" <76334.3232@compuserve.com>
To: 
Subject: Wheel offset

 >> Does anyone have info on wheel offset for Toyotas?  I am looking
 >> for the offset for an '86 Corolla GT-S (RWD) and a first
 >> generation MR2.  I think they shared wheels in '85, so I imagine
 >> they are the same, but I want to be sure as I am going to buy an
 >> MR2 and would really like to be able to use my winter rims/snows
 >> from my Corolla.

They're different, the MR2 uses a front wheel drive offset.  Which makes sense
if you think about it, because they're basically a Tercel going backwards.

The offset of the rear wheel drive Corolla GTS is a bit of a mystery because
Toyota won't tell, and used at least three different ones.  I measured the 5.5"
steel wheels mine came with, and came up with 31.  The 6" alloys have a bit
less, and the 15x7 wheels they (apparently) put on some of the European
versions had a 25mm offset.

 Kevin

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From: Matti Kalalahti 
Subject: WWW page has moved
To: toyota-mods@cyberspace.cyberauto.com, supras@cyberspace.cyberauto.com,
Date: Wed, 31 May 1995 21:19:31 +0300 (EET DST)

Due to my account @cs.tut.fi being closed in three hours, I am moving
my WWW page to:

http://proffa.cc.tut.fi/~k124476/

All the pictures will not be available until I can find disk space 
for them (hopefully within a week).

Also, mail to k124476@cs.tut.fi will bounce from now on, so use
k124476@ee.tut.fi (or k124476@proffa.cc.tut.fi) instead.

-- 
Matti Kalalahti         | Toyota Carina Coupe GT-T TwinCam Turbo '82
k124476@ee.tut.fi       | RWD * IRS * 3T-GTEU * 195+-15hp
A Huge Evergrowing WWW Home Page * http://proffa.cc.tut.fi/~k124476/

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Date: Wed, 31 May 1995 16:52:00 -0700 (PDT)
From: Adrienne Mora 
Subject: Supercharger upgrades
To: Toyota Mods 

Hey there people.  I just phoned a local dealer of aftermarket performance 
parts about pulley's for a Supercharger and they told me they could get a 
product from a Japanese company called Cusco (sounded like the guy said 
Crusco, but that's how he spelt it).  Anyway, this is what he priced for me:

Cusco (japanese company like HKS except more into racing parts/suspension 
etc)
     Pulley, belt and tensioner ..... $1200 (these will be WAY expensive cos
          anything in NZ always is ... but it is about US$794)

     Adjustable wastegate blow (off) valve $1000 (ditto with price ... 
US$662)

          All up $2200 (US$1450)  .... and they claim a hp increase to 
200hp.
Yikes!! I questioned this and the guy said it was in ps which is the 
japanese HP.  max 0.8 ... (whatever that is)

Just thought someone might find the info useful.

Ade
adem@wairc.govt.nz
New Zealand
'86 SC T-Top MR2

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