Mario

Several pictures i received today of my car being worked on at the moment, Holes where originally were fitted the reflector lights in the rear quarterpanels are closed, also the holes where the rear spoiler was fitted as the areal hole are closed. Also the arches are rolled to fit 11J plus wheels for future needs;).

forgot to add that the original japanese mkiv TT from may '93 till may '95 came with the same brakes as the N/A 2 pot front/ 1 pot rear, the export version however came with the bigger brakes, 4 pot front/ 2 pot rears. The sz-r models from july 96 probaply already have the 4pot fronts and 2 pot at the rears, The facelift model has more nice equipment as the facelift front and rear, dash, seats, etc, try to get the vin number sorted of the sz-r you want, then you can get all the factory info. If you go with the tt engine, is the flywheel and clutch included? Is there an chargecooler included ie smic/fmic. Succes and let us know what you decided;)

Fuel consumption will be higher with an A02B instead of an B03B diff but who cares:d, You can still keep your old na engine, so you can always return to the na engine when you want to sell, How to insure a factory 224hp car with more then 75% increase in bhp even more when you go for a single turbo, if you can get it covered who cares.

Good choice! hope this helps you out, Getrag 6 speed transmission (V160 & V161) The Getrag used in the Supra is the Getrag 233, 6 speed gearbox, which is made by Getrag in Germany . Type - 233 Torque capacity - to 490 NM (361 ft/lb) Centre distance - 85mm Weight - 51.0 kg Factory - Nissan GTR 6 spd, Toyota Supra NA 6 spd, Toyota Supra TT 6 spd Gears - V160 (3.827,2.360,1.685,1.312,1.000,0.793, Rev 3.280) - May 1993 to May 1996 Gears - V161 (3.724,2.246,1.541,1.205,1.000,0.818, Rev 3.192) - June 1996 to July 2002 NOTE: Although only rated to 361 ft/lbs by Getrag, this gearbox is used in cars putting out up to 600 ft/lbs of torque, but as with any gearbox, the more you exceed the rated torque capability, the quicker the gearbox will wear out, or if the torque is too high, something will break. On the street, its almost impossible to break the Getrag gearbox as wheelspin will occur before the breaking point is reached. On the drag strip with sticky tyres, it is possible to break the Getrag, if running 500rwkw or more. Normally the syncros will give up the ghost before something breaks as they take the main punishment during gear changes on the high HP cars. good luck!

Sounds impressive Jamie, how is the chute operating?

Welcome mike, nice purchase. Love to see some more pictures of your supra!

I can only say that my new cf VIS Racing bonnet came with mesh and rain guards,

That looks very nice, and the end tip comes out very nicely, very small gap between the end tip and the rear bumper, nicely done, and to hove more ground clearance is a bonus.

It's an Precision T67DBB (6776DBB) .81 A/R Turbine Housing and Large H Size Compressor Housing

Thanks, i've chosen for 040 white plus 3 layers clear coat on top.

Finally all is coming together now:), after a few bad lucks all seems to be on schedule again, the car is in the paintshop now and they booked some nice progress already for so far, i couldn't take any pictures yet from the car being worked on yesterday but will receive some coming week(so excited but probaply won't be able to read my home mail box at work), brought these parts towards dpc yesterday. And some nice 67mm dbbturbo arrived yesterday from th uk, bought from another forum member. But this littlle friend has to wait till its time to go single:d

welcome

Oh and welcome on board, off course.

Ok, didn't knew that one, thanks for correcting me. (see i don't know everything)

Nicely done,

There are quite a few members having an sz model with an 2jz-gte engine, One of the positive points is that if you let your conversion done by an AFR, for example. The tuner/mechanics working on the project will test the engine first before it gets installed, think about all the fresh liquids, filters, gaskets, overall general inspections. They will probaply also have look on the clutch etcetera, and if the old NA clutch is worn out they will fit an new one or even stronger one to cope with the gain in bhp. But in the end you will know what jobs are done, you know that the powertrain is freshly installed,tested and good. (and you can get it on black and white) But then you have an NA-TT supra running stock boost, for running more boost on the setup you have, you will have to change the W58 which is only rated for 260rwkw (+/-350hp) for the Getrag 6 speed gearbox. Which is also an expensive operation. But as said earlier, the supra gets again an used part but probaply checked gearbox, you can choose to get your gearbox refurbed which is the best you can do. Then you know for sure all the inner parts are checked up by an specialist. If you will have these jobs done by an specialist, you will probaply spent more gbp then when you bought an tt-6 speed in the first place. But don't forget that in this example your supra gets converted by an specialist, you've got all parts checked up etc, invoices for administration etc. I think that this is not comparable with an second hand supra. Off course there are exceptions, the price tag is there off course. But get your second hand supra in the same state, get your engine checked up by an specialist, get the gearbox refurbed, get all the liquids professionaly exchanged, get a new clutch etc installed. In the end all these extra steps needed to convert your NA into a professionally build tt-6 speed the correct way will cost you more then a 6 speed tt, but is it worth it, good question. Don't forget that an engine conversion, gearbox conversion including drivetrain changes are still the basics, the swaybars on a N/A supra are different from the tt ones, you will also come across the fact that the differential mounted on N/A supras differ from the tt versions, all this can be fixed, but will cost you money. Fair enough, all these things needs to be taken into consideration when starting such projects, I can give my opinion Graham, but in the end it will stay an sz model, dont forget that for insurance purposes the sz model came with an 2jz-ge, not the sequential twin turbocharged 2jz-gte. If you can pay for this all, and if you deffinately don't want to sell your N/A and if you want all the thrill you get from your N/A being a tt-6 converted supra, it's a long road,

Awesome, well deserved.

also an option,http://www.autotransport-sinke.nl/aanmelden They can collect and deliver at your adress, price is 825 euro ex BTW for a car which is going from Amsterdam to Durham for example just below new castle.

Scott is right, here is the article (turbosupras.com) Below you will find the detailed specifications and facts on the JDM JZA80 CT20 ceramic turbochargers along with known limitations of these turbochargers. The CT20 turbocharger is found in pairs on the 2JZ-GTE, which is commonly found in the JZA80 Supra and the JZS147 Aristo. There is the misconception that the JDM turbochargers are CT12B's - this is incorrect and I will explain why below. The CT12B series of turbochargers use a 7.5mm turbine shaft while the CT20 series use a 10mm turbine shaft. The dimensions on the turbine wheel are identical to that of other CT20's found on such vehicles as the LJ70 Series Landcruiser (2LT - 2.4ltr Turbo Diesel), LN60/61 Hiace & LH51 Hilux which run a CT20 with identical turbine wheel dimensions, shaft diameter and blade count. The CT20 utilises an aluminium compressor wheel and a ceramic turbine wheel and uses bronze bushing bearings and carbon seals. The turbo itself generates around 10lbs in standard form on the 2JZ-GTE and they have been known to successfully run around 18lbs and above, however the general consensus is that 18lbs is the absolute limit for this turbocharger if you want any form of reliability from them and even then it's a gamble, for ultimate reliability 14.7lbs (1 bar) is the number to run them at. The A/R of the exhaust housing on CT20 is .35 while the compressor housing runs an A/R of .36, although this is a small A/R Toyota has done this so the turbochargers offer minimal lag and maximum response. The turbine housings are of high nickel content and utilise a 3 stud inlet flange and a 5 stud outlet flange. The turbochargers themselves are identical in size with the exception being the rear turbochargers exhaust housing which is 23.7mm longer and does not contain a wastegate, instead it contains an exhaust bypass valve which is used in the sequential operation to transition this turbocharger online with the primary (#1) turbocharger so both turbochargers are producing equal amounts of pressure and flow. It is to note that the secondary turbocharger has a slightly larger outlet pipe (4.8mm larger) in the cast elbow however this slight gain in diameter is offset by the restriction of the EGCV located further down the dump pipe. If you feel this is information is in any way incorrect or you can provide further information please do not hesitate to sign up on the forums and provide some useful feedback so I can make this article as accurate and detailed as possible. Manufacturer Toyota (Hitachi) Type CT-20 (PN: 17201-46020 (Front), 17208-46020 (Rear) Turbine size (Outlet diameter) 48mm Turbine size (Inlet diameter) 59.8mm Turbine blade count 10 Turbine material Ceramic Turbine Housing Inlet (ID) 36mm Turbine Housing Outlet (ID) 50.1mm Turbine Shaft Diameter 10mm Turbine housing A/R .35 Compressor size (Inlet diameter) 37mm Compressor size (Outlet diameter) 62mm Compressor blade count 10 Compressor material Aluminium Compressor Housing Inlet (ID) 49.8mm Compressor Housing Outlet (ID) 32.4mm Compressor housing A/R .36 Bearing ID 10.05mm Bearing OD 15.9mm Bearing Width 8.96mm Bearing material Bronze Bearing oiling holes (per bearing) 6 *Wastegate size (ID) 26mm **Maximum Wbastegate size (ID) 28mm Actuator spring rate 10lbs *Secondary turbocharger does not utilise a wastegate, it is an exhaust bypass valve used to match compressor speeds with the primary turbo prior to the second turbocharger being brought online. **This is the maximum allowable ID before the wastegate flap itself needs be replaced with a larger item. The viability of doing this would be only beneficial if you were doing this modification yourself and even then the gains are negligible Turbine outlet (Cast dump) #1 turbocharger (OD) 47.8mm Turbine outlet (Cast dump) #2 turbocharger (OD) 52.6mm EGCV outlet housing - outlet for #1 turbocharger (OD) 46mm EGCV outlet housing - outlet for #2 turbocharger (OD) 50.3mm EGCV outlet housing OD 56.3mm O sensor hole (OD) 15.5mm

[quote=BlackWatch66; I believe it is an RZ model, If you look on the vin plate beneath the bonnet you will find the model code, if the 2nd last letter is an Q it is an RZ Model Country E E (1978 compliant chassis), GF (1998 compliant chassis), R (Export UK spec) Chassis Code JZA80 JZA80 (Toyota Supra Mkiv) Model Code A A (Supra Mkiv) Body type L J(liftback with aero roof), L (liftback) Gearbox type M F(6 speed getrag manual), M(5speed manual), P(4 speed automatic) Body grade V Q(RZ), S(SZR), V(SZ or RZS), Z(GZ) Engine Type F F(EFI & DOHC), Z (EFI & DOHC & TT) Good luck with the sale,

Contact Paul from Whifbitz on here - price varies depending on which light you are after : Left hand drive or Right hand drive,

Well done there supra stands great, liking the stock body, Di i see an thelephone cable in the interior there? Or is that one for the stinger.

true

I don't know what the metric system says about American horses, vs uk horses, but i know that a dutch horsepower is a little less in watts then the uk horsepower,and off course what Jamie said earlier the octane numbers in our fuel differs. But don't forget what happened when Ryan Woon took out his manual six speed supra and raced against an american oldschool muscle car and out raced the guy in the muscle car. They don't like it when an import car wins against their muscle cars on the 1/4 mile, but what i don't understand is the love hate between us supra drivers why should we defend our hp figures, its stupid, don't let yourself down beceause of that. Great figures and enjoy your pride.

nice resluts Hodge, saw a pic on facebook from 2 bar tuning of your engine bay, have to admit very nice engine bay and lots of power too.