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Old 01-09-2013, 02:51 AM   #1
srn1985
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Well...2013 and pulled over already 3 tickets...feel good about this case tho.

Well I am not that angry...but mildly frustrated knowing all the waiting in lines and what not ill soon be doing at different clerks etc...

Pulling out of neighborhood on way to JJ which is straight for 2.1 miles then right turn and about 500 yards on left.

Well basically within 10 secs of pulling out this late nite, notice immediately officer behind me and I play it cool...I guess you could say following the law and being civil member of society but not anymore time to flex your rights just to not be cited.

Any who for who stretch of 40mph road he tails me closer than 2 car lengths but reading tag is not long process, foggy out so I will chalk up his tailgating to that. At very end he claims I my front tire pulled completely over white line and these are the 3 feet wide lines too.

Red Light making right turn I stopped (not over line or by dime IMO) waited 3 seconds looks both ways and turn, no car in sight and to see traffic on-coming you can see clearly without pulling up a bit.

Any-who he spitefully within 3 seconds, cause he was gonna go left, gets right behind me and when I turn....there ya have it.

Oh my address not updated too on license even though it one they have processed after clearing suspended license having my updated info, process me an old one so I can get F'd.


There was a cam at red light but since no red light cam how can I get footage?? Definitly taking to court just for "mere probable cause" but ya.
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Old 01-09-2013, 02:55 AM   #2
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tbh I would just swap in a 2jz
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Old 01-09-2013, 02:56 AM   #3
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i can't believe i tried to read all that
please stay in school and work on putting together coherent sentences
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Old 01-09-2013, 03:13 AM   #4
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Finished school/college and saved MLA format or what not for that; so deal with internet forum posting. Proofing reading them, unless you fall asleep on the keyboard, is for ducks.
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Old 01-09-2013, 03:16 AM   #5
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I tried reading it. I really honestly did.
Can't understand anything going on in here. So I'll have to agree with the 2jz comment.
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Old 01-09-2013, 03:17 AM   #6
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I know that this is written in English but for some reason I cannot understand anything.
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Old 01-09-2013, 03:42 AM   #7
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i can't believe i tried to read all that
please stay in school and work on putting together coherent sentences
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I tried reading it. I really honestly did.
Can't understand anything going on in here. So I'll have to agree with the 2jz comment.
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I know that this is written in English but for some reason I cannot understand anything.
I dont understand either.
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Old 01-09-2013, 04:15 AM   #8
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Old 01-09-2013, 04:24 AM   #9
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i can't believe i tried to read all that
please stay in school and work on putting together coherent sentences
i thought i was the only one.

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Finished school/college and saved MLA format or what not for that; so deal with internet forum posting. Proofing reading them, unless you fall asleep on the keyboard, is for ducks.
umm. here you go

2JZ

The 3.0 L (2997 cc) 2JZ has been produced since 1991 (first released in the 1991 Toyota Aristo). Cylinder bore was 86 mm (3.39 in) and stroke was 86 mm (3.39 in). VVT-i variable valve timing was added later in 1997 for the 1998 model year.

[edit]2JZ-GE
The 2JZ-GE is a common version. Output is 220 hp JIS (158 to 169 kW) at 5800 to 6000 rpm and 209 to 220 lb·ft (283 to 298 Nm) of torque at 3800 to 4800 rpm.

It uses Sequential Electronic Fuel Injection, has an aluminum head and 4 valves per cylinder with some versions using VVT-i, along with a cast-iron cylinder block. The VVT-i version also featured DIS in favor of the traditional distributor set-up previously seen on the 2JZ-GE. Despite common misconception it was not a true COP (Coil-On Plug) ignition system instead relying on one coil to fire two cylinders, one of which was by spark plug wire.

Applications:

Toyota Altezza / Lexus IS 300
Toyota Aristo / Lexus GS 300
Toyota Crown/Toyota Crown Majesta
Toyota Mark II
Toyota Chaser
Toyota Cresta
Toyota Progres
Toyota Soarer / Lexus SC 300
Toyota Supra MK IV
[edit]2JZ-GTE


Engine bay of Supra JZA80
The 2JZ-GTE is an inline-layout, six-cylinder, belt-driven dual-overhead camshaft, air-intercooled, twin-turbocharged, cast-iron block, aluminium cylinder headed engine designed and manufactured by Toyota Motor Corporation that was produced from 1991 until 2002 in Japan. Development and evolution of the engine was, principally, a response to Nissan's relatively new and then-successful RB26DETT engine which had achieved palpable success in FIA Group A and Group N touring car championships,

For all road car applications, two gearboxes were available for the engine:

Toyota A341E 4-speed automatic
Toyota V160 and V161 6-speed manual (jointly developed with Getrag as the Type 233)
The 2JZ-GTE originally powered the Toyota Aristo V (JZS147) in 1991 before becoming Toyota's flagship performance engine in the Toyota Supra RZ (JZA80). Its mechanical basis was the existing 2JZ-GE, but differed in its use of sequential twin turbochargers and an air-to-air side-mounted intercooler. The engine block, crankshaft, and connecting rods of the Supra's 2JZ-GE and 2JZ-GTE are the same, with notable differences being that the 2JZ-GTE has recessed piston tops (giving a lower compression ratio) and oil spray nozzles to aid in cooling the pistons. However, other 2JZ-GE equipped models (Aristo, Altezza, Mark II) share a different part number for connecting rods. Toyota's VVT-i variable valve timing technology was added to the engine beginning in September 1997, whence it phased out the original engine. Consequently, maximum torque and horsepower was raised for engines selling in all markets.

The addition of twin turbochargers, jointly developed by Toyota with Hitachi, in sequential configuration had raised its commercially cited output from 230 PS (169 kW; 227 hp) to the contemporary industry maximum of 280 PS (206 kW; 276 hp) at 5600 rpm. In its first appearance, torque was advertised as 44.3 kgm (435 Nm, 320 lbft) at 4000 rpm to be later recited as 46.0 kgm (451 Nm, 333 lbft) with the introduction VVT-i in production year 1997. The mutually agreed, industry-wide output ceiling was enforced by Japan's now-defunct Gentlemen's Agreement exclusively between Japanese automakers selling to the Japanese domestic market. Engine power in the North American and European markets, as documented by Toyota, was increased to 325 PS (239 kW; 321 hp) at 5600 rpm.

The export version of the 2JZ-GTE achieved its higher power output with the use of newer stainless steel turbochargers (ceramic for Japanese models), revised camshafts, and larger injectors (550 cc/min for export, 440 cc/min for Japanese). The mechanical similarities between the Japanese-specification CT20 turbine and export-specification CT12B turbine allow interchangeability of the exhaust-side propeller shaft. Additionally, the export-exclusive CT12B turbine received more durable turbine housings and stainless steel turbine and impeller fins. Multiple variants of the Japanese CT20 turbine exist discretely, which are identified with the B, R, and A part number suffixes (e.g.: CT20A).
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Old 01-09-2013, 04:32 AM   #10
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Alongside Nissan's RB26DETT, the 2JZ-GTE - in my opinion - is one of the best performance engines to have come out of Japan. While its standard outputs are impressive, one of the characteristics that makes the GTE so appealing is the ease with which it can be tuned. No doubt many of you will have heard the terms 'Stage 1', 'Stage 2' and so on bandied about, and while they may well apply to various cars and engines, if you're tuning the GTE properly, there's only really one main stage of tune above standard. A car at this stage of performance tuning is referred to as being a BPU car or one having had BPU modifications. The term BPU - which stands for basic performance upgrades - was coined by an American company which specialises in the modification of the MkIV Supra. While the term only tends to be used on Supra forums, it can readily be applied to the 2JZ-GTE engine in general.

In order to get the most from the GTE in terms of performance upgrades, everything that constitutes BPU should be performed at once, for both reasons of performance gain and engine longevity. The three main componenets of BPU are the exhaust, air filter and de-cat, with everything else being linked to these in one way or another. This trio is essentially what gives a BPU car its extra power, but you have to take precautions to make sure that the rest of the engine can cope with the extra power it is now being asked to produce.

In all honesty, an exposed after market air filter is somewhat unnecessary, though most people will fit one anyway, so I thought I'd include it in the list of BPU requirements. It is widely accepted that the standard GTE airbox is in fact far more efficient at supplying the turbos with plenty of cool air as it isn't affected by heat-soak, so rather than shelling out for an exposed filter, it would be far more worthwhile - and cheaper - to simply slot a free-flow panel filter into the standard airbox. It might not give you any extra power as such, but it won't do any harm and it's not expensive at around £30.

In the JDM GTE, the cats act as boost controllers, so removing these will allow the boost to increase, resulting in more power. The trouble is that without cats, the boost levels will reach dangerously high levels, which is where the restrictor ring comes in. This is essentially a washer that is fitted between the de-cat pipe -or pipes - and the exhaust, and when the correct diameter is chosen, it will prevent boost levels from going beyond 1.2bar. Beyond this point, you will significantly shorten the lifespan of the ceramic turbos, and they will be operating outside of their efficiency range. Due to the fact that you can control boost levels on the JDM engine with nothing more than a restrictor ring, this negates the need for expensive boost controllers, at least at this stage. In order for the turbos to be able to actually reach 1.2bar, you must first overcome the ECU's built in safety system. The standard ECU is designed to cut fuel to the engine if it detects boost levels over 1bar. You must therefore fit an FCD (Fuel Cut Defencer), which over-rides this safety cut, allowing you to up the boost freely. Once you have removed the cats and are limiting boost with a restrictor ring, it is essential to get a boost gauge, regardless of how cheap or expensive a gauge you choose, in order to monitor boost levels and to make sure that everything is running as it should

The final performance modification is the exhaust - there aren't many available for the Mk1 Aristo, but try and choose a fully stainless system with a nice pipe diameter all the way through the exhaust - 70-80mm or thereabouts.

The final two must-haves on the BPU list are a set of colder plugs and an uprated pump. The plugs that come with the highest recommendation are the Denso Iridium IK24s, which run cooler than normal, but don't cause any problems with everyday driving. You may be tempted by HKS plugs, but they are in fact Densos with HKS logos and a higher price tag. As for the pump, the standard item will struggle in trying to supply the engine with the extra fuel it will now need - probably the the best choice is the Walbro 255lph pump.

You may also want to fit a blow-off valve - the HKS SSQV is easily the best available, mainly because it pretty much won't leak under any circumstances, as it is designed to be held closed by the pressure of the air running from the turbos to the engine, instead of using a spring to hold the valve closed.

This covers the basics to reach the first main stage in tuning the GTE. I will edit and ammend this to add any additional information, such as details on BPU+ etc. but the basics have at least been covered here. Happy tuning.
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Old 01-09-2013, 04:46 AM   #11
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I think the sr-20 is a great motor too for your swap OP. It is a popular engine coming from a variety of Nissan cars, generally the Nissan Silvia and 180SX. It also came in the Pulsar GTI-R and the Nissan Bluebird. This engine replaced the CA18DE and CA18DET that originally powered the Silvia and 180SX. The CA18 was deemed too expensive to produce and no longer met Japanese emission standards, so it was replaced by the SR20. The SR, just like the out-going CA, was a turbocharged intercooled engine in top form. Nissan also produced a cheaper naturally aspirated version called the SR20DE. In the US and Canada, the Silvia and 180SX are both under the 240SX banner. USDM and Canada 240SX's come stock with the SOHC KA24E for earlier models, or the DOHC KA24DE for later models. Both are naturally aspirated engines producing 140 hp (100 kW) and 155 hp (116 kW) respectively. SR20DET engine swaps are becoming more commonplace due to the forced induction aftermarket additions available for the SR20DET. Many shops specialize only in SR20DET swaps.



The Garrett T28 turbo used on most SR20DET engines.
The breakdown of the engine code is as follows:

SR - Engine Code Name
20 - 2.0 Liter Displacement
D - Dual Overhead Camshaft
E - Electronic Fuel Injection
T - Turbocharged
The Lack of the letter "D" on some of the engine identifications indicates a SOHC cylinder head.
Contents [hide]
1 Origins
2 List of cars with the SR20DET
3 Engine specification
3.1 Comparison table
4 See also
5 References
[edit]Origins

The SR20DET was first produced in the U12 Nissan Bluebird 2000SSS Attesa in October 1989 [1], possibly as Nissan's rally project. From 1990 through to 1994 it was used in the infamous Nissan Pulsar GTi-R (N14) however with a bigger T28 turbo. In both these cars the engine is aligned in a transverse fashion.

However the RWD Nissan Silvia and Nissan 180SX produced in 1991 were built with a longitudinally aligned SR20DET. Some of the 180SX's were released with the SR20DET while others had the naturally aspirated SR20DE.

The engine then went on to be used in the Nissan Avenir in 1995, the Nissan R'nessa in 1997 and the Nissan Liberty in 1999, although these models did not gain the cult status that the earlier produced models did.

Out of all the Nissan models produced with the SR20DET, the Silvia was the longest running model to use it. The S14 and S15 use a bigger turbocharger than the S13 models. | S13/180SX/Bluebird/Pulsar ford | 1989-194 |- | Black | S13/180SX | 1994-1998 |- | Black | S14/S15 | 1994-2002 |- | Silver | Avenir/R'nessa | 1995-2001/1997-2001 |- |}

S13 Black top - Came from 180sx's post 94 (Garrett T25G turbo)

S13 Red top - Came from S13 Silvia and 180sx pre 94 (Garrett T25G turbo)

S14 Black top - 94-98 Silvias - Variable Cam Timing aka VTC was introduced on the intake cam (Garrett T28 journal bearing turbo for Australian and European markets and Garrett T28 Ball Bearing turbo for the Japanese market)[1]

S15 Black top - 99-02 Silvias. Same VCT as above, 6 speed manual transmission (Garrett Journal Bearing T28 for Europe and Australia and Ball Bearing T28 turbo for Japan)

480cc high impendance injectors were used and Intake manifold was redesigned
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A lawyer opens the door of his BMW; suddenly a car drives by and rips the door completely off. Police officer
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"Officer, I just got the car at BMW Greensboro and look what they're done to my Beemer!!" he whines.
"You makes me sick" officer responds, "So worried about your BMW; but don't even notice your left arm is missing?"
"OMG.." lawyer replies. "Where's my Rolex?"
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Old 01-09-2013, 04:56 AM   #12
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Another day, another poor joins the forum.

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Old 01-09-2013, 05:17 AM   #13
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Another day, another poor joins the forum.

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why would on 0'12 say this
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Old 01-09-2013, 05:21 AM   #14
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any who.....

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Old 01-09-2013, 05:23 AM   #15
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Really??? mechanical warfare cut and pasted just because this is an auto forum and even tho it was not funny or "worth reading" to prove your initial point.... you still felt obligated


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Old 01-09-2013, 05:26 AM   #16
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This thread reminds me of like when I road in my buddies with 350hp and he switched highways at wot scared tge piss out of me felt as fast other bodies 500hp supra awesome car they are rare hopefully they will bring them back rx8s r ok but I don't like tge rear doors and odd shape and lackbof turbos
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Old 01-09-2013, 05:32 AM   #17
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thread of the year
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Old 01-09-2013, 05:52 AM   #18
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my fvcking eyes are engulfed in flames after reading that

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Old 01-09-2013, 05:54 AM   #19
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In this thread, I learned that proof reading, apparently, is for ducks. Whatever that means, anywho.

Stay in school kids. And don't do drugs if you're pregnant.
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Old 01-09-2013, 06:50 AM   #20
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