Hiro Protagonist

How much does it need to be spaced up? The spacer for the short-shifter in my AE102 is simply a couple of washers.

M-series engines are _massive_, both loooong and heavy. Whilst the sound of a 7MG on ITBs or triple carbies will induce half the world to orgasm, the car would be a lead-tipped arrow and not actually _that_ powerful. Remember the 7M only put out 140-ish kw standard, and they're not exactly light on fuel. If you do want to go straight-six and Toyota though, then a 1G is probably a better bet. Smaller, lighter, still sound great on open throttles.

No such thing as a singlecam AE92 :) They're all twincam, you probably mean the SX, but from memory (so don't quote me) Series 2 AE82 Twincams use the same front brakes (can't be sure about the rears) as the Series 1 AE92/93 SXs.

The TRD upright kit allows the K-engine (which normally sits on a lean) to, wait for it, sit upright. This gives much more room on the intake/exhaust side for sidedraught carbies (which normally hit the strut-towers). From memory, the kit is mostly engine mounts and an adaptor for the bellhousing and intake/exhaust manifolds There are other people more in the know though, or you could look in our ample FAQ for the exact answers TRD Upright kit in the Rollaclub FAQ

You mean you don't have one already? The _only_ reason (and it's not a good one either) why this conversion would make any sense was if you had a donor engine lying around that you could put in for essentially nothing (and that is a pretty bad reason for doing a conversion). For the time, effort and money that you are going to sink into this, there are a handful of other engines that are much more suitable and will give you much better returns.

Is it part of the PCV system or is it a port for an external oil-drain for the head?

They're called shank nuts, and only work if the hole in the wheel is larger than the stud. If not, then you'll need longer wheel studs instead.

Why a 3Y? It's a truck/van motor, crap-all power and only really useful as a boat anchor

Did a bit of research, the EFI-S sticker (if it is genuine/the original cam cover) indicates that it's a 4AFHE engine from a Jap-spec AE95. The H in Toyota-lingo means that it should be higher compression than the normal 4AFE, and a quick check of Wikipedia confirms this. Also, it has 81kw/142Nm compared to a normal 4AFE 78kw/137Nm. Not much, but if it's a healthy motor you should notice a bit of a difference. Would also explain the lack of port/PCV (Jap-spec emissions are often different to Australian ones) Still a 1st Gen 4AF*E though.

Arrived in post today: Genuine factory-option AE101 Levin/FXGT Momo 4-spoke leather steering wheel....awesome Some photos for the non-believers: How it looks without the horn pad.....might consider this look for track-days etc Anyone got a TRD horn-button for a Momo wheel?

Award for most useless axis on a dyno graph yet goes to boost on an NA engine :lol: (not that it was of your doing)

Somehow I don't think he was 100% serious.....

It still has the early 4AFE cam-cover, which to me says it's not a late 4AFE. The EFI-S on the cam cover does have me intrigued though, import? From the looks of it, the location of that hole would indicate external oil drain to me, but nothing corresponding on the head. Either that, or it's for the PCV system.

Easy way to tell them apart is the early 4AFEs look like a 4AFC, and have the injectors in the head. Late 4AFEs look essentially identical to a 7AFE, with injectors in the intake manifold A bit unsure on what you are describing as fas as that extra hole is concerned, does it lead into the manifold/port? Photos would help.

Aus didn't get the FXs, which were all three-doors, however there have been some imported. Best place to go would be the AE82 Owners Club (http://www.ae82.net), there's a whole heap of AE82 owners there (including me) as well as several people with FXGTs, and quite a few gurus.

I think you missed the point of this thread.....

If you're complaining about not getting a response within 4 hours, then for the love of God don't sign up on OzCelica or Toymods....great forums, but the hoops you jump through for registration (in my mind a good thing, weeds out the spammers and the wookies) means that you'd be lucky to get accepted within a week, a month for OzCelica (mainly because the admin is rarely around).

JDM doesn't necessarily equate to pimp-ed up rides, often the look that a lot of people call "JDM" is actually what they Japanese refer to as Yankee or Bosozuko style. JDM can simply be a car or parts which were sold in the Japanese market and not in other parts of the world - ie all those grey import Levins and Stageas and Skylines etc are technically JDM even if they are bone stock, and they definitely don't look like the above pictures.

And they were crap too, with a massive hole in the middle around the changeover point. The 911 Turbo has been twin (ie parallel) turbo since the 993, and the GT2 has always been a variant of that (except for the 997 series 2, which retained the 3.6L whilst the Turbo went to the 3.8L)

That stands true for inline engines, but V6/V8s etc tend to run two small parallel turbos, one feeding off each exhaust bank to make piping easier.

Umm, Commodores ARE made/assembled in Australia, with a mix of local and imported parts, and that has never been disputed. As for the engine, show me a photo with a Commo engine with a SAAB badge on it - either way it is irrevelant because the Holden engine plant in Australia makes the High Feature V6 (HFV6, of which the SIDI is the most recent version) for many of GM's global engine customers, including SAAB and Alfa, so you've got it the wrong way around pal - SAABs have a HoldenGM engine in them, made in Australia. And on top of that, neither the 3.0 or the 3.6 Commodore variants of the HFV6 come out in new SAABs, only the 2.8 turbo.

MA61 Supra wheels sound ideal - 14x7" +8 offset, _reasonably_ available, can run a 195 tyre on them easily so you don't rub guards, play around a little bit with widths and sidewall profiles and you should be able to get a good tyre, plus they look tough-as on the KE3x/5x.

Hmmm, found a bar on Yahoo Japan (through Import Monster), along with a few other tasty bits....I'm severly tempted, not too sure on the bar though as it might have a bit of damage (don't you just _love_ Engrish), no indicators or foglights, plus freight etc....

The K-motor normally sits on a lean towards the passengers side (ie the intake/exhaust side). An upright kit rotates the engine so it doesn't sit on a lean, which helps for adding side-draught carbies (otherwise you have clearance issues with the strut tower)

SC12 came from the 4AGZE only, in the supercharged versions of the AW11 MR2 and AE92/AE101 Levins/Truenos. The SC14, which is slightly larger, came from the 1GGZE in Crowns/Chasers etc as well as the 2TZFZE on some import Taragos (quite rare to find though)