Project Cars

The 22RTE engine was completely prepared using Toysport forged turbo pistons, ARP assembly bolts, and an Isky Turbo cam. The original turbo set-up was replaced with a Toysport Stainless Steel Turbo manifold with a Toyota Supra CT26 turbo controlled by a BLITZ Super Blow-off valve. The 22RTE ECU was modified by TECH-TOM to run 430cc injectors. The intercooler was also a Supra issue mounted in front of the radiator. A custom heat shield protects other components under the hood. The clutch is a Centerforce Dual Friction. Suspension in the front use Sway-Away torsion bars and blocks are installed in the rear. Tokico High Performance shocks and ST swaybars complete the suspension upgrade. The front brake rotors and calipers are upgraded together with Teflon brake lines. In the interior gray leather Recaro XTs are installed with MOMO Steering wheel, shiftknob, and boots. 4Runner upgrades include doors and fenders. A 7 piece Autometer gauge set monitors all engine and speed functions. Original Toyota European lenses are used, with Diamond-cut headlamps. Wheels and tires are Blitz Wheel type 03, 17x8 front, 17x9 rear with Falken FK-04GRB Tires.

Supercharged and turbo-charged. This twin-charged AW11 features almost all available options available to the MR2. The suspension uses TRD Race springs, Tokico Illumina 5-way adjustable shocks, ST front &rear sway bars, and full TRD bushing kit. The engine is a blue-printed 4AGZE uses .50mm oversize Toysport forged pistons (full-float), HKS metal headgasket, HKS cams, TRD cam sprockets, modified crankshaft (oil feed), and prepared connecting rods (shot-peened, polished and relieved). ARP bolts were used on the head, mains, and rods. The head is match-ported to the manifolds, the #1 port is filled and recontoured, and the intake manifold is Extrude-honed. The stock supercharger is unchanged and is supplemented by a complete HKS Twin Charger kit. The Turbo is a specially prepared Turbonetics TO4E (which was an upgrade over the original turbo supplied by HKS. Other upgrades are an HKS Super Blow-off valve. An Intercooler is added and positioned on the lower left side (by the transmission) with a custom duct. The fuel injection unit by Electromotive Tech controls ignition and fuel delivery of 550cc. Injectors. The program is proprietary. Additional HKS electronics include HKS EVC, Scramble boost controller, Twincharger controller, Injector Pulse monitor, boost gauge, and timer. Additonal gauges include the Autometer SportComp Shiftlight, Haltech Air/Fuel ratio monitor. . For more info see the May '96 issue of Sport Compact Car magazine.

This Celica is one of the many restored Celicas from Toysport. The original Japanese spec 18RG has been turbocharged using the original HKS 18RG turbo kit. Block preparation included 2200cc forged Toysport pistons and Carillo Rods. Head modifications included Port and Polish, stainless big valves, and pressurized Mikuni 44 carbs. Fuel delivery is controlled by a modified Carter P4070 and a Malpazzi regulator. The HKS Turbo kit was supplemented by HKS EVC, HKS Intercooler, HKS blow-off Valve, HKS wastegate. The TO4 turbo was prepared by Turbonetics. The body modifications include TRD racing flares and front spoiler. A TRD quick steer box, springs, and shocks guarantee authentic TRD handling. Inside the car you will find Momo Racing Seats, Autopower Safety Roll Bar, VDO Gauges, Halmeter rich/lean indicator, Toysport Carbon Fiber Steering Wheel. SSR Racing Wheels, 15x8.5 and 15x9.5 on Pirelli Tires. Winner of the 1995 Import Show-off "Old School Class". Winner of the 1995 High Performance Car Showdown "Race Car Class". And again in the May 1996 Import Show-off.

The 7MGTE transplant into this RA60 Celica was done to showcase Toysport tuning and convertion capability. The 7MGTE was bored out to 3100cc using forged Toysport pistons and an HKS Metal Headgasket.. A modified oil pan and pump were fabricated to install the engine in the "short" chassis. The head received minor port clean-up and all manifolds were EXTRUDE HONED. An HKS TwinTurbo manifold was used using twin TURBONETICS prepared T2.5/T3s. A four-row HKS Intercooler with a three row custom radiator were fitted to handle all the cooling. The car was rewired using 7MGTE electronics, supplemented by an HKS F-Con controlling HKS 550cc. injectors, HKS VPC, HKS EVC, and HKS SBV. The exhaust used modified HKS 3" exhaust. Front custom sway-bars were made by SWAY AWAY, who also supplied the rear bar. Tokico Sport Springs and Illumina 5-way adjustable shocks complete the suspension. To keep the sutble enhanced look- projector lights were built-in the corner/signal lights; the front bumper was ventilated for the turbo intercooler; to complete the up-dated performance look- Recaro C seats in gray leather and SSR Racing Wheels 16x8 and 16x9 with 225/285Pirelli tires were added. Featured in the 1994 February issue of CARBOY, a Japanese published Automobile Magazine. Also appeared in the 1992 July issue of TURBO MAGAZINE.

BEEN THERE, DONE THAT. For many years this black Toyota 4X4 kept getting re-incarnated. Finally Supra turbo power- ended the search. A quick review- Mikunis/Cam/Headers- BEEN THERE. Toysport-spec SCORE/HDRA engine- BEEN THERE. Supercharger /forged pistons- BEEN THERE. Exit 22R. Final edition- 7MGTE with full automatic 4X4 transmission and transfer case. A modified torque converter was installed with the HKS Automatic transmission upgrade, to handle the potent power source and maintain 4WD characteristics. The modified 7MGTE with full electronics from a Supra was shoehorned into the engine compartment. A full HKS Stage 6 conversion made the work a little easier for 439 HP. This conversion was completed with HD radiator, twin-electric fans, 2 row intercooler, oil cooler, transmission cooler, differential coolers (to cool everything down) and of course air-conditioner (a must keep, that caused a lot of problems) to cool the driver. The only non-Toyota part was the 9" Ford rear end that still kept breaking!!! Four wheel burn-outs were unbelievable and impressive- for a 4WD Toyota. A full Rancho suspension with ARB lockers was also installed, with reinforced suspension mounts, stiffened axle housings, and custom driveshaft. This truck was used for all it had! RECARO seats and a full SIMPSON harness were the only interior option. Before Ivan Stewart got his V8- this was the fastest Toyota powered Truck. As seen on the January 1991 issue of Four Wheeler Magazine- "this was the fastest Toyota Truck we ever tested". DONE.

Overall winner for the 1995 Import Show-off held in Pomona, CA on March '95, then again in San Diego,CA on Oct. '95. And again for the third straight time in Pomona on May '96. A long lists of hop-ups was installed in this car. For Engine Performance you can find the GReddy Single Turbo Upgrade, R.E. Amemiya Air Cleaner, GReddy Spark Plugs, P. Farrell Intercooler, GReddy Blow-Off Valve, HKS EVC, HKS F-CON, HKS Scramble Boost Controller, HKS GCC, HKS Injector Pulse Monitor, HKS Down Pipe 75mm. Exterior is complimented by R.E. Amemiya products such as a complete Aerodynamic Kit, Headlight Conversion kit, Fog Lights, Side Mirror, Tail Finisher, ARA Carbon Fiber Hood, 18" 3-pc. O.Z. Mito Modular Wheels with Dunlop SP8000 tires. Inside you will find a pair of Recaro SPG seats, Autopower Roll Cage, HKS Turbo Timer, an assortment of gauges, ATC Steering Wheel, Momo Shadow Shift Knob, R.E. Amemiya White Face Instrument Gauges, Suspension pieces by Racing Beat. A real show winner. A unique collection of the best accessories!!

Featured in the February 1994 issue of CARBOY, a Japanese car enthusiast magazine, this car was modified with 4 individual throttle bodies. CARBOY featured the vehicle because of the unique induction set-up for the VTEC engine. (That issue was dedicated to U.S. Tuning of Japanese vehicles.) The Honda VTEC engine design was introduced at the same time Toyota introduced the 20Valve / 4Throttle 4AG. We anxiously wanted to find the tuning potential of the variable cam timing design, and there were no U.S. Toyota models. A custom intake was fabricated to align perfectly the throttle bodies into the intake ports. An Electromotive Tech II was used to easily program different fuel and ignition curves- and also to test (and learn!) the affectivity of VTEC technology. To fully document the results the engine was not modified. To assure affectivity and complement the state-of-the-art intake, DC headers and an HKS exhaust was used. The result was a dramatic increase in throttle response- off idle, part-throttle, and past the redline. A Formula 2, screaming engine!! The 4-Throttle set-up proved a definite performance upgrade to the Honda engine, but was very expensive, more than a turbo kit. In retrospect, the Toyota 20Valve 4Throttle set-up, introduced in Japan a few months earlier was short in HP! (and 200cc) and did not have a variable lift. The new Celica 2ZZGE engine finally catches up, a “little” late- 9 years, but at least in the same decade.

Corolla AE86 4A-GZE

The 4AGZE is a very popular upgrade to the Corolla RWD and FWD. The Corolla AE86 was a popular car when introduced in 85. A cult like following in the U.S. developed, in defiance to FWD. This was followed by a recent boom in Japan, for “drifters” and the heroics of a Corolla in the popular cartoon series Initial D. The MR2 Supercharged engine was a natural upgrade, as it was factory installed on next generation sporty FWD Corollas in Japan. The conversion is straight forward, after the engine is reoriented to RWD configuration. Engine management is with the original Japan Spec ECU. We tried to keep everything as authentic as possible in the engine configuration, with an HKS Twin-Power being the only upgrade. A front mounted Supra intercooler was used to improve efficiency, as the original set-up works more like an interwarmer. Thorley headers and an HKS Hyper exhaust (a special HKS import by Toysport) completed the exhaust package. Suspension was converted to coil-overs (front) with offset blocks. Further adjustability is through Cusco Camber plates and Tokico 5-way adjustable Illuminas. A KAAZ LSD unit replaced the factory LSD, since torque output exceeded the factory unit’s ability to function consistently, and to allow the driver maximum control. Lightweight RACE ONLY Panasport (14X6) with Bridgestone RE710 Kai , 195/50-14 tires. This car was popular and active in L.A. Region SCCA Solo events. Like many excellent Corolla in Los Angeles this car went back to Japan. Ice to the Eskimo.

Corolla AE86 4A-GE 20 Valve

The 20 VALVE 4AG was the latest and last version of the very popular engine series. This engine replaced the 4AGZ, and showed the world that at least in Japan and some world markets- the Toyota TwinCam legacy was alive. Of course, it was also a natural to install this powerunit into the last generation Corolla RWD. The engine had to be reoriented to RWD configuration and the firewall modified to clear the distributor. (There are other options in setting up the ignition and fuel injection system, that can make for a tidier install, but the plan on this project was to use as much factory spec parts as possible.) Suspension is set with TRD springs, adjustable shocks, and suspension bushings- in keeping with the factory original theme. In fact TRD Japan has set-up a car exactly like this- with some mods on the ECU and camshafts. Panasport 15X7 are used with Yokohama Grand Prix M7R, 205/45-15 tires. Custom headers (in the same configuration of similar RWD 4Ags) with an HKS Dragger (a special HKS import by Toysport) finish this Japanese Spec set-up. The last new 5AG HKS kit (with ultra-lightweight Toysport 20-Valve pistons) and full internal upgrades is planned for this project- making this the ultimate naturally aspirated Corolla in the U.S. This is a work in progress as we wait upgrading the body panels into the latest version of the Corolla RWD model from Japan. A work in progress.

As people were busy learning/discovering and starting to modify their New 4AG Corollas, Toysport decided to extend a tradition that Toyota abandoned- the well-respected and beloved T series engine in the high performance Corollas. To make this a factory-possible conversion (all original Toyota)- it was a natural choice to install the latest generation TG engine- the 3TGTE (1800cc., factory turbo, twin sparkplug). This car was 1 of the first 5 Corolla AE86 imported for press/prototype in the U.S. Modifications included a Levin front-end with full Pittura body kit. This allowed a large HKS intercooler to fit up front. The standard transmission was left in, with close-ratio gears to take full advantage of the higher HP and torque. The rear end was fitted with a TRD LSD and 3.7 gears. Suspension was by Eibach with Tokiko PRO-Drag shocks. The full HKS turbo upgrades were used- EVC, F-Con, SBC, IPM, EGC, GCC II, AIC, Twin-Power. Toysport parts were 2000cc. pistons, Carillo rods, upgraded CT20 Turbo, modified Centerforce Dual Friction, and of course a brake up-grade with an adjustable proportioning valve. This car was first displayed in the 1986 Toyota Long Beach Grand Prix, and all electronic shows. (Kenwood sponsored the car with over 300 pounds of audio equipment, that was conveniently installed and uninstalled between Sound-Offs!!) Double-Duty.

After all the excitement with the 13B Turbo with full HKS upgrades wore off, the only alternative left was to add a turbo (13BTT) or increase displacement. For rotary engines this means- adding another rotor! (Actually a whole new engine.) The decision was to do both! Naturally. The Japan market only- 3-rotor engine: designated 20B, was imported and installed in place of the 13B Turbo engine. Engine prep was minimal, just new modified seals and port reconfiguration. Radiator, oil cooler, and the intercooler were doubled in capacity. These were the easy parts into this project. Everything else had to be fabricated. Normally at Toysport we do not like mixing and matching components from different manufacturers- but in this case we had to. A built GM 350 tranny was chosen. Two reasons- the Mazda automatic for the 20B was 100% heavier and it was electronically controlled. The GM 350 tranny is matched with a high-stall modified Toyota torque converter, through a specially built flex-flywheel. Engine management is by MOTEC, after a false start with a Racing Beat converted distributor (-for sale!). Electronic-Upgrades from HKS were still retained and R.E. Amamiya parts completed this project. Suspension is by Eibach and Tokico. Performance is phenomenal and experience with this project has earned Toysport’s respect for Rotary Power by Mazda. The enthusiastic cooperation of Mazda Motorsport in procuring special parts, allowed us to finish this project.

Toyota Starlet HKS 5A-GTE

The Toyota Starlet was the most basic car Toyota ever imported to the U.S. When it was introduced in 1981, TRD USA tried to initiate the U.S. Starlet Challenge, patterned after the popular Japanese Starlet Cup series for the entry-level motorsport. Toysport prepared 2 spec cars- with full TRD suspension, body kit, wheels, and engine kits. TRD prepared 2 cars to SCCA GT3 race specs. SCCA was interested in adding the series and these cars to their events, but Toyota U.S.A.’s marketing arm did not agree on converting their basic car into a racing machine, an “image problem” they said. End of story. This Starlet is the remnant of what could have been a very popular and affordable series for Toyota. This car is all original TRD -except for the engine. A potent 4AGE Corolla unit with turbocharged replaced the K series engine. An HKS 5AG (not an official Toyota designation) engine kit was upgraded with Toysport forged pistons, a stainless turbo manifold, and Turbonetics T3 Super 60 turbo. This conversion kit remains one of the most popular kits from Toysport. The full-line HKS electronic turbo upgrades are installed, of course. All the original TRD Starlet Cup pieces are on the car- from the steering wheel to the wheels, front spoiler to the rear wing, fender flares, race seats, roll cage, gig brakes, gymkhana suspension even the Japanese fender mirrors. It took more than 5 years to collect all the correct pieces. In these days of modified Hondas- this Starlet shows what Toyotas were twenty years ago and Toysport was way ahead of the import-tuning trend!

Toyota RAV4 GT-FOUR 3SGTE

A RAV4 Toyota can make. The parts were here almost a year, before the RAV4 finally arrived in the U.S. The TRD WAYDO springs, shocks, sway bars, and even the stickers!; a crated 2^nd generation 3SGTE GT-4 engine (with intercooler); collected pieces from other turbo projects- Supra intercooler, fuel pump, HKS this-and-that; (Four!) Recaro seats… Immediately the RAV was stripped and the engine installed. Bolt-on no modifications! The Engine management was converted to Japan Spec instead of the US OBD II. The suspension pieces were all bolt-in also except for the shocks- Tokico 5-way adjustable Illuminas were used instead of the WAYDO, for adjustability. (This is only possible on early RAV4’s with the old style strut housings! Sorry.) The engine intercooler was replaced with a front mount Supra unit (a better set-up than the top-mount on the Celicas). A modified HKS exhaust (off an AllTrac Celica) finished the exhaust system. An HKS VPC and EVC were used to up the boost to 12 psi (to preserve the drivetrain). Blitz 17 X 8 BRW01 wheels with Yokohama AVS/ST 255 /45/17 tires, gave the RAV an aggressive stance- just the right look- potent. Not cute. With the suspension and wheel change the RAV sat 2” lower than stock. The drivetrain was retained in all original form, except for the clutch which used a TRD unit. The end result was a RAV4 with a completely stock Japanese spec 3SGTE that will do ¼ mile run in the low 13’s/ high 12’s, with an easy no burn-out launch.

Toyota Celica RA64 GT-TS 3T-GTE

The 22RE Celica GTS was available only for the U.S. market. The low speed high torque engine was perfectly suited to U.S. driving conditions. We have raced this 22RE engine in a Celica in Macao, the most famous international racecourse in South East Asia. We placed 3^rd, behind 2 Six-cylinder factory prepared BMWs. In Japan the Celica GT and GTS models were equipped with an 18RG/GEU for earlier models and a 3TGTE since 82. The 3TGTE was based on the 2TG/18RG models, but upgraded to turbo and twin-spark plugs. Why did we do this project? In one of the shipments we received from Japan, we were sent a complete engine and transmission- with full harness, ECU, airflow meter, igniter, etc., including the air-cleaner, engine accessories (steering pump, AC compressor, igniters) and even a down-pipe! It called for a factory original install into a U.S. body. Everything fits, except the turbo exhaust- which was conveniently replaced with a 22RTE unit. The 3TGTE uses the same turbo as the 22RTE, with the only difference being the exhaust side housing. Since this is basically a Japanese spec car- the HKS F-Con for the 3TGTE and turbo exhaust were available and bolted in perfectly. This was too easy a 2-day project! Now we had a companion to our Group B Celica. Toysport likes having pairs for everything. The suspension is Eibach with Tokico Illuminas and Sway-Away stabilizer bars. Wheels were stock 14 X 7, to keep the stock look. The only thing replaced on the body was the trunk emblem- it now reads GT-TS, the correct designation.

Toyota Soarer MZ11

Pre-Lexus SC. At the height of the gray-market importation fever, when U.S. auto enthusiasts were lamenting the non-importation of various European and Japanese exotic models, Toysport was caught in the same fever and imported 2 Toyota Soarers. Of course, the twins were soon modified. One used an HKS Twin-Turbo set-up and the other a 3100cc Kuwahara Kit. Both came stock with the same 5MGE available in the Supra of the same generation. The Soarer did not arrive officially into the U.S. until 1992 as the Lexus SC300 (the 2^nd generation models).

The Kuwahara equipped 3100cc., ended back with Toysport after 12 years when the original buyer went back to Japan. The 3100 kit was a popular “marine” engine, used for cigarette boats in Japan and the Caribbean islands. We imported 5 sets and Dan Gurney bought one of them. On the street the forged crank and pistons delivered a lot of torque and proved very durable (why they were used as speedboat engines). This engine easily out-runs the naturally aspirated 7MG 24 valve (the torque is 35% higher) and keeps up with stock 7MGTEs.

The HKS Twin-Turbo twin went back to Japan- when we could not pass the EPA emission test in the time allotted to certify the car. Needless to say it was faster than any modified car we had done and detuning was going the opposite way. Toyota Technical Center borrowed the cars several times to test “suspension calibration” for their database on the planned up-scale Toyota line- the Lexus. Performance exceeded that of the JZA80 Twin Turbo Supras introduced in 1993. A full 10 years earlier! Advantage Toysport.

Toyota Crown MS135

People who have unique Toyotas come to Toysport for their needs, when and after Toyota dealers turn them away. We got a call from a distressed owner with a “Toyota Crown with a special 6MGE engine”. Yes, we told him “we can help you”. The engine was covered with burned oil- just like a Supra 5MGE when the cam towers and valve covers start to leak. The 6MGE is a stroked version of the 5MGE- 3000 vs. 2800cc. The problem was handled. When the owner went back to Japan, he happily sold us the car. When Lexus division started in 1990, the world press and more, the U.S. press excitedly monitored how Toyota will fare in the up-scale market. Little did they know that Toyota has been building cars more sophisticated and luxurious than European offerings! This Toyota Crown is a good example of how Toyota was so far advanced- air vents that oscillate, front/rear/left/right air-conditioning control, seats that recline flat, rear seats that tilt back, air suspension, no beverage holders (but factory installed cool-box), dimming rear-view mirrors, and a host of other nice luxury car touches that even current Mercedes and LS 400’s do not even have! Even dual 3^rd brake lights. And so Toyota succeded with the Lexus name….but Toyota owners knew and had it all along…….we are witness to that.

TOYOTA CAMRY - California Highway Patrol Prototype

How is this for a change? When the California Highway Patrol wanted a Toyota Camry to test as a CHP vehicle- they also gave an 80+ list that the vehicle must be equipped with and modified to perform. The must list included: standards for acceleration, sustained top speed, an hour idle capability, slalom course agility, electrical reserve: stand-by (engine off) and full chase (siren/lights on), 250 lbs. seat standard w/ easy access (to accommodate side firearms!), tire specifications, among other things. The strangest requirement was that the vehicle must be able to jump 7-inch curbs at least 40 times without suspension or wheel damage! TRD USA coordinated the project build-up and Toysport was in charge of procuring most of the parts. There were two units to prepare- one was a Camry All-Trac (4 cylinder 5-speed) and the other was the (then) new V6 FWD. Gathering the parts was actually fun. No budget and access to any Toyota part! The units came from Toyota Denver Region- so they had the heavy-duty electricals, good for at least 10-12 items off the list. Going over Toyota parts microfiche for overseas models yielded- a heavy-duty radiator, 15X6 steel wheels, HD wheel studs, heavy-duty suspension bushings, and another 17-20 pieces off the list. The TRD catalog added another 12-15 more parts- brake pads, suspension, clutch, etc. The TRD Rally springs and shocks from the Celica All-Trac fit with minor modifications. Lower arms and strut housings were reinforced (those curbs was a recurring nightmare). Sway-Away bent some hefty sway bars and push bars. Upper strut bars were Celica pieces. Recaro Police seats with low side bolsters were mounted on lowered seat rails (headroom for their CHP hats!). Police tires from Goodyear. A modified and programmable ECU from Nippon Denso 9we kept one!) and new exhaust were the only engine mods. We were not allowed to touch the engine. The 3SGTE was ready! It is so strange to see a black and white CHP Camry in complete police trim. Yes, we tried and tried the siren and intercom (to test electrical load…), and no, we could not drive it!

The 1985 Celica ST was the simplest of the last generation RWD Celicas. The 1997 2JZGTE Twin Turbo (Supra) engine was the most powerful engine Toyota ever imported. Fortunately the (even older) 1979 Supra rear axle bolts right in. So what we have here is a project that spans 1979 to 1997. We had the best pieces to do an ultimate project. The Celica ST is bare-bones and had solid axles, that was replaced with the heavier 7.5” Supra differential (needed to survive the mega horsepower planned from the Supra Twin-Turbo engine). The engine was modified with Toysport forged pistons, HKS metal head gasket, ARP bolts, and the Traction Control bypassed. A massive Toyo Intercooler (XXXXX) the biggest intercooler we could get from Japan, fit behind the modified front bumper/grille. The ECU was modified to Toysport specs. A Toysport aluminum flywheel with twin-discs connect the 6 speed transmission. Unlike the other 7MGTE Celica convertions we had done before, the firewall had to be modified, to better position the weight bias. (On the 7MGTE’s we maintained the original W-series transmission location.) Fiberglass Group B fenders (original Toyota Homologation items) were the only non-original body panel. The hood was lifted 2” at the back to help engine bay ventilation. The 3 stage Supra Twin Turbo fuel pump was installed in the tank. Suspension is with TRD Springs and Tokico Pro-Drag shocks. Now if HKS sends us their TWIN TURBO upgrade………hint…hint…hint…

The 2000GT remains the ultimate Toyota to have. Toysport has helped several 2000 GT owners- from getting trim bezels for the headlights (all hand made), steering wheels, exhaust systems, dash-pad covers, Mikuni carburator pieces, and even engine bearings. In fact we have maintained contact with Toyota’s original Tokyo area mechanic, who was directly in-charge for all 2000 GTs. For several years he was based at TRD USA when TRD opened shop in Gardena. Working on these cars is difficult because of parts availability; even just adjusting the triple Mikuni carburetors becomes difficult because you have to lean over, very very low, and not touch the delicate body. It is a good thing they are Toyotas trouble-free and require minimum maintenance. The 2000GT we maintain is in immaculate shape. It is better than the two units Toyota USA has in their Museum. The head is currently apart, waiting for camshaft bearings……unfortunately unavailable anywhere…….but maybe someone out there will read this and…….on the other hand a nice 1GGE will fit in easy- will have the same 2000cc. And a new 24 valve set-up…….no, this Toyota you do not modify! This one you admire.

If you are not familiar with the Toyota 2000GT, you can see the only convertible version in action, appearing in the 007 James Bond Film, "You Only Live Twice."

Toyota MR2 SW21 Blitz

Many owners of naturally-aspirated MR2’s eventually ask- how much to convert into a turbo? The usual answer is- sell the car and buy an original turbo model. But for those wanting a built engine- it really does not matter from where to start. We have built a lot of MR2’s in almost all permutations. Also there have been many articles written about various set-ups. On this vehicle- the extent of modifications are listed…

Toysport 3SGTE Specfication Data

Original Engine:		Toyota 5SFE Non-Turbo
New Engine:		Toyota 3SGTE Blitz Turbo

Head Preparation		Engine Management:
Group A (TRD Spec.)		Japanese Specification ECU
Intake/Exhaust valve modification
Retainer/Lifter modification		Turbo Upgrades
Valve Springs		BLITZ Turbo Upgrade K3T
Modified chamber		HKS Intercooler
Modified valve guides		HKS Super Blow-off Valve
Port and Polish Head		HKS EVC IV
HKS Adj. Pulley		HKS Turbo Timer
HKS 272/264 Cams
HKS Metal Head Gasket		Ignition Upgrade
ARP Head Stud Kit		HKS Spark Plug 7
Mirror Surface Ground		HKS Twin Power
		TRD Ignition Wire Set
Block Preparation
TOYSPORT Forged Piston		Fuel Upgrade
CARILLO Connecting Rod		HKS VPC
Heat Treated Crankshaft		550cc Injector Supra Twin Turbo
Chamfered Oil Lines		2 Stage Twin Turbo Fuel Pump
Full Balance
Polished Crank weights		Exhaust Upgrade
Full Deburring		HKS Dragger Off-Road
ARP Main Bolts		HKS Down Pipe
TRD Engine Mount
TRD Bearings		Others:
Mirror Surface Ground		Full Engine Detail
		Upgrade Silicon Hoses
Drivetrain		HKS Boost Gauge
Transmission	Toyota E153	HKS Exhaust Temp
Axle Upgrade		HKS Mega Flow Air Intake
Axle Hub Upgrade		TRD Oil Filler/Radiator cap
KAAZ Limited Slip Differential		Chrome Intercooler Piping
TRD Kevlar Clutch		Powder Painted Intake
Toysport Aluminum Flywheel 12 lbs.		EXTRUDE HONE Intake
ARP Flywheel Bolts		Powder Painted Valve Cover
TRD Transmission Mount		TOYSPORT Throttle Body

BACK TO TOP

Nissan Motorsport asked us to prototype a car for Nissan Product Development, of course we obliged. They had a Maxima and wanted us to install a 300ZX turbo engine for product evaluation. It was a nice easy job- since they parked a 300ZX with it for parts. In any conversion chasing parts is the hardest thing to do. There were a lot of clearance problems and we had to use a Japanese home market manifold to make everything fit. For sometime the Director of Motorsports (Nissan) used the vehicle. Hopped up with the usual array of HKS gadgets- the car was really a fast cruiser. Since the statute of limitations has expired- now it can be told- there was a big problem under hard starts the car would pull hard to one side- the result of unequal driveshafts! No, not a good product combination.

Before Toyota announced the availability of the Supercharged Previa we were seriously looking into Turbocharging one. Unfortunately- no one wanted to lend us one. And Toyota Previas were having a cooling problem. When we first drove the factory SC model, we were expecting a lot more and were unimpressed. The comparison was just begging to be made, which was better- turbocharger or supercharger! After some research, an IHI RHB6 looked like a perfect bet to go heads up against the factory SC14. One day we were doing an oil change on a Previa- and looking from underneath the vehicle with the slanted engine- I made a bet with the owner. I bet that I can install and have the turbo running in 48 hours. Deal. And yes it was running in 48 hours. And yes, it blew away Toyota’s SC model at only 7 psi. The major technical challenge was mounting the turbo high enough to drain properly. Since the engine was already on it’s side- there was less than 10 inches of room to position the turbo and have it drain properly. Oil coming from the turbo is whipped oil- and we had to design an oil accumulator to liquefy the oil to drain properly. We ended with a 12 inch tube that acted both as accumulator/liquefier and the actual drain to the oil pan! Additional fuel was thru an HKS AIC (Additional injector Controller) and ignition upgraded with HKS Twin Power. Several weeks later, in an accident- the engine overheated. We changed the pistons to the factory SC units (bored .50mm over), upgraded to SC injectors, and cranked the boost to 15 psi! It pulls like a 5 liter- from 2400 RPM when the boost starts.

The heavier the Previa was loaded- the nicer the turbo performed. Advantage Turbo. Suspension is by WAYDO from TRD. Wheels are Blitz Type03 17X8 225/45-17, 17X9 235/45-17

Corolla AE86 4A-GZE

Corolla AE86 4A-GE 20 Valve

Toyota Starlet HKS 5A-GTE

Toyota RAV4 GT-FOUR 3SGTE

Toyota Celica RA64 GT-TS 3T-GTE

Toyota Soarer MZ11

5M-GE HKS Twin Turbo

5M-GE 3100cc Kuwahara Power

Toyota Crown MS135

TOYOTA CAMRY - California Highway Patrol Prototype

Toyota MR2 SW21 Blitz

Toysport 3SGTE Specfication Data