Small Displacement - Unleash The Power - Super Street Magazine

One Of The Biggest Advantages to having a proven mainstream tuner car is all the hard lessons have been learned. The best and brightest in the tuning industry have already worn out their dyno rollers, made the big mistakes and collected molten engine internals from the floor in an effort to discover the perfect combination of parts for a given powerplant. Enthusiasts get the free ride and the pay-off: potent parts combinations that make power efficiently and reliably with a high degree of cost effectiveness.

We went on a nationwide rampage to coerce some of these tasty recipes from leading tuners. Let the power (and in some cases, boost) flow.

Honda B18C
The Honda B-Series motor is the Small-Block Chevy of the import scene. The big question is: all-motor or turbo? Most people like to go with an all-motor set-up because they think it's cheaper but the truth is the all-motor trail requires a lot of more money when it comes to power for your dollar. I like to go over all the pros and cons of the particular set-up. Ask the customer why they would like to start as an all motor, and how much power they are interested in making? Most of the time their power expectations are unrealistic for an all-motor build and we move into the realm of forced induction. I see too many enthusiasts waste time and money running the gauntlet of all-motor mods only to end up re-buying a lot of the components to go turbo. Things like lower compression turbo pistons to supplant high compression all-motor pistons, a turbo header in place of an all-motor header, intake, exhaust and installation costs. - Ralphy Estevez, DRT

Stock [153 WHP]
Stage 1 [170 - 185 WHP]
Intake [AEM CAI]
Exhaust 2.5 inch cat-back [HKS] [GReddy]
Header [Hytech]
Camshafts [Skunk2 Tuner Series Stage 2 or 3] [Toda Stage B or C] [Buddy Club Stage 4] [Jun Stage 3]
Stage 2 [200 - 220 WHP]
Pistons 11.5:1 or 12.5:1 [Arias] [Wiseco]
[CP] [JE]
Rods [Crower] [Manley] [Pauter] [Eagle]
Tuning [Crome ROM Editor] [eCtune Pro Demon] [Hondata]
Stage 3 [240+ WHP]
Valves [REVS]
Springs [REVS]
Retainers [REVS]
Headwork [DRT Port and polish]
Turbo
Stage 1 [250 - 300 WHP]
Bolt-on turbo kit [Rev Hard]
Fuel System [DRT 440/550cc injector upgrade kit]
Tuning [Stand-Alone Engine Management]
Stage 2 [300+ WHP]
Pistons low compression [Arias] [Wiseco] [CP] [JE]
Rods [Crower] [Manley] [Pauter] [Eagle]
Stage 3 [600+ WHP]
Block [Dalton cylinder sleeves]
Source
Drag Race Technologies (DRT)
drtracing.com
718.397.8586

Honda K20
Stock out of the box U.S.-spec K20A2 motors will put out about 180 whp, that's as much as a B18C-R with all the bolt-on parts. The K-Series has larger everything compared the previous generation. Intake and exhaust ports and valves are larger; intake manifold runners and plenum are larger; exhaust manifold and system are larger and straighter...those are just the things you can see - the list goes on and on. - Elton Lo, Raceline Development

Stock [180 WHP, Raceline Dynojet]
Stage 1 [200 WHP]
Cold-Air Intake [AEM] [Injen]
Header [DC Sports] [Buddy Club]
Exhaust [HKS Tri-Power] [GReddy] [Tanabe]

Stage 2 [215 WHP]
70mm Throttle-body
Intake Manifold [RBC]
Tuning [AEM EMS]

Stage 3 [225 WHP]
Camshafts [BluePrint Racing Stage 2] [Skunk2] [Crower]
Intake Manifold [Stock Ported]

Source
Raceline Development
racelineusa.com
626.292.7030

Mazda 13B-REW
The 13B-REW is a modern marvel; small, light but possessing a heavyweight punch, the rotary is a legend. From the drag strips of Puerto Rico, to Victory Lane at Le Mans in 1991 to the streets of America the 13B has been a prime-time player.

When it comes to tuning, the Mazda 13B rotary is a tread carefully proposition. Tuning must be tidy because the engine's apex seals are decidedly detonation intolerant. One unkind pop and it can be game over. The 13B is a MAP system so the ECU reads off fixed tables and is unable to compensate for modifications that reduces restriction and changes the volumetric efficiency of the engine.

The 13B is a 'Spaghetti Western' in that it has vacuum lines snaking all over the engine bay, like 67 of them. Mishandle them and you'll pay the price with a poor running or stalled engine. Compromise a boost line and you can go lean and bang. With the 13B's testy relationship with detonation an intercooler upgrade is key when turning up the boost. Also install proper gauges, like boost, water temp and oil pressure, and watch the coolant temp; FDs are on the edge in stock trim so be prepared to step up. It should be noted that precision assembly is key to a long rotary life.

Stock [230 - 240 WHP]
Stage 1 [290 - 300 WHP]
Intake [A'PEXi Power Intake] [HKS Super Mega Flow]
Exhaust cat-back [HKS Hi-Power] [Racing Beat]
Downpipe [HKS]
Turbo [Stock Sequential Twins, Stock 10.5 psi]
Stage 2 [370 -380 WHP]
Boost Control 15-16 psi [A'PEXi Super AVC-R]
Intercooler [GReddy 3-row FMIC]
Fuel System [Walbro 255 lph pump] [Mazda Cosmo pump] [720cc Primary Injectors] [1000cc Secondary Injectors] [RR Fuel Pressure Regulator]
Mid-pipe [GReddy] [JIC Magic]
Cooling System [Radiator Upgrade]
Tuning [A'PEXi Power FC] [HKS FCON V-Pro]
Stage 3 [450+ WHP]
Turbo single turbo upgrade kit [HKS] [GReddy]
[Garrett GT-series]
Intake [GReddy elbow] [3-BAR MAP Sensor]
Fuel System [1200cc Primary Injectors] [1600cc
Secondary Injectors]
Rotors [Street Port] [Ceramic Apex Seals]
Engine [Oil Coolers] [GReddy] [ARC]
Tuning [HKS FCON V-Pro]

Mitsubishi 4B11T Evo X
The "new" 4B11T engine used in the Evo X has proven to make exceptional power, maybe even more than the 4G63 part-for-part. The durability of the engine has proven to be very good, too, but the weaknesses of the aluminum block have also shown up as cylinder pressure climbs. The top of the bores have shown distortion between where they are webbed in the very top inch of the block. Some of this can be traced to poor tuning and detonation, which of course makes the cylinder pressures climb astronomically. The other challenge in the beginning was tuning past the airflow and torque limiters. Thanks to many people involved in the open source tuning world, those challenges are less and less with each passing day and it is now very easy to tune the engines. - David Buschur, Buschur Racing

Stock [237 WHP, Buschur Racing Mustang MD500SE ]

Stage 1 [310 WHP]
Exhaust [Buschur Racing 3-inch Stainless Cross Flow system] Intake [K&N open element filter]
Tuning [Buschur Racing ECU Flash]

Stage 2 [320-325 WHP]
Pipes [Buschur Racing 2.5-inch Charge Pipes]
Intake [Buschur Racing 3-inch MAF Inlet Pipe]

Stage 3 [375-380 WHP]
Cams [Cosworth]
Intercooler [Buschur Racing 4.5-inch Race FMIC]
Tuning [Buschur Racing ECU Flash]

Source:
Buschur Racing
test3 buschurracing.com
440.839.1900

Mitsubishi 4B11T Ralliart
The Mitsubishi Ralliart is underrated, yet it has the same 4B11T motor that comes in the Evo X, so it comes with the same pistons, rods, cylinder head, fuel injectors and more. Ralliarts do not run super rich stock like the Evo X. The main differences from the Evo X are the smaller TD04 turbo and smaller intercooler. Add in some underhood packaging differences (Ralliart has the battery under the hood, Evo X in the trunk) and some rear axle/exhaust routing differences and you end up with some Evo X stock and aftermarket upgrade parts being a direct bolt on... and others not. Bottom line: Engine for engine, the Ralliart has the potential to make all the power that the Evo X MR can make. - Mike Welsh, Road Race Engineering

Stock - [210/220 WHP, Dynojet/Dynapack]
Stage 1 [220/230 WHP]
Intercooler [Used Evo X FMIC
and piping]
Exhaust [RRE Axle-back system]
Blow-off Valve [Used Evo X/Evo IX ]
Stage 2 [250-270 WHP]
Tuning [RRE ECU Flash]

Stage 3 [320+ WHP]
Turbo Upgrade [Used Evo X Turbo]
Exhaust Manifold [Used Evo X unit]
Extra Credit
Stock and Upgrade parts that directly or with minor mods swap from the Evo X to the Ralliart Catalytic Converter and Downpipe
Intercooler and Piping Cams
Turbo (complete assembly inc. exhaust manifold and various hardware)
Twin Clutch Upgrades
Mismatched, un-swappable stock and upgrade parts
Intakes
Cat-Back Exhaust Systems
Source
Road Race Engineering (RRE)
roadraceengineering.com
562.777.8423

Mitsubishi 4G63
Mitsubishi has delivered a very solid platform for power. The 4G63 has a very resilient ECU that is profoundly capable of controlling practically any combo we want to throw at it. The cylinder head flows very well, the pistons are tough forged pieces and high compression, and the crankshaft is virtually indestructible and doesn't become an issue until well over 900 whp.

The main weakness of the Evo 4G63 is the connecting rods. The rod bolts don't handle much more than 400 lbs-ft of torque at the wheels (around 460-470 at the crank) continuously. The only other thing that can cause worry is the balance shaft if left unmaintained. The belt that drives the balance shaft is small and fragile and if it breaks the result is total engine failure. Eliminating the shaft means we might have a little more vibration but in the long run it prevents unwanted problems.

The 4G63 camshafts are rather small in Evo VIII applications but improved in the Evo IX - still, an upgrade will definitely better realize the cylinder head's potential. In the end, the 4G63 is a high-rev loving, boost-addicted engine that is knock resistant, even on low-octane fuel. We've pushed the stock engine to 575 whp at 29 psi on 92-octane and it easily withstood this level for a period of 10,000 miles. The Evo/DSM drivetrain really only loses somewhere between 65 to 70 horsepower in the transition from crankshaft to wheels. That's more pay-off on the road for the enthusiast. - Aaron O'Neal, English Racing

Stock [240 - 245 WHP Evo VIII / 260 - 265 WHP Evo IX]
Stage 1 [350-365 WHP]
Turbo [Stock to GT3586]
Exhaust Turbo-back 3-inch [Extreme Turbo Systems (ETS)] [Buschur Racing] [AMS]
Intercooler [ETS FMIC upgrade 3 or 4-inch]
O2 Housing [TiTek]
Intake pipe kit [ETS] [AEM] [Buschur Racing]
Lower intercooler pipe [ETS LP2]
Camshafts [GSC Motorsports S2 274/274]
Valvesprings [GSC Motorsports beehive]
Fuel pump [Walbro 255 lph]
Rod bolts [ARP 400+ WHP]
Head studs [ARP 400+ WHP]
Tuning [English Racing ECU Flash]
Stage 2 [600+ WHP] adds
Turbo [Forced Performance (FP) Red to FP T04Z]
Pistons 9:1 [Manley] [Wiseco]
Rods [GSC] [Eagle]
Intake Manifold [Magnus Motorsports Cast]
Head [English Racing port and polish]
Valves [Supertech oversize]
Valvesprings [Kiggly Racing 8,600+ rpm]
Retainers [titanium]
Stage 2 Torque Special adds
2.3-liter stroker kit
or
2.4-liter 'Big Block'
4G64 block, 4G63 head
Stage 3 [700+ WHP]
Rods [Aluminum R&R Racing Products]
Rod Length [ranging from 150mm to 162mm]
Displacement [ranging from 2.0 to 2.2-liters]
Block [Solid filled in 900+ WHP race motors only]
Tuning [AEM EMS]
Source
English Racing
englishracing.net
360.210.7484

Nissan RB26DETT
Its role as a JDM-based motor means parts are hard to find, which translates into more downtime. Components from HKS and GReddy are special order from Japan with an ETA of 6 to 8 weeks. The RB26DETT is stout, featuring a cast iron block just like the 2JZ-GTE Supra motor. The RB is a high-revving engine and is especially devastating when using the HKS stroker kit. About its only weakness is size. Through no fault of its own, the RB is too small. No matter what you do, it is a 2.8 to 3.0-liter and it just can't push big torque. - Alex Shen, SP Engineering

Stock [280 WHP]
Stage 1 BPU [340-360 WHP @1.2 Bar]
Downpipe [HKS] [GReddy]
Exhaust [HKS] [GReddy]
Intake [HKS] [GReddy]
HKS Fuel Cut Defencer (FCD)
Boost controller [HKS] [GReddy]
Stage 2 [400-430 WHP] adds
Intercooler [upgrade 2-row FMIC]
Engine Management [Stand Alone]
Stage 3 [600+ WHP] adds
Turbo [Upgrade]
Fuel System [1000cc injectors, dual 255-lph pumps]
Spark plugs [Upgrade]
Exhaust [4-inch system]
Camshafts [HKS] [GReddy] [Tomei]
Source
SP Engineering
sp-power.com
626.333.5398

Nissan SR20DET
The SR20DET is big on potential but there is some foundation work that needs to be addressed before unleashing the boost. Some common weaknesses of the SR20DET include the rocker arms. GReddy has the answer; rocker arm stoppers are relatively inexpensive parts that are a cheap preventative measure but by no means fail proof. Another good first move is the oil pan and again, it's GReddy to the rescue. GReddy's aftermarket offering has baffles that prevent the dreaded oil starvation at the pickup. Additionally, it adds a quart to the capacity of the motor. Head gaskets and head studs also need attention if you're looking to get serious boost out of your motor. HKS and A'PEXi both have metal head gaskets that would do you proud. While you're at it, throw in a set of ARP head studs. -Bob W., Drift Office

Stock [178 WHP]
Stage 1 [243 WHP]
Fuel Pump [Walbro 255 lph]
Turbo [T28 (S14)]
Intercooler [GReddy FMIC Kit]
Downpipe [Tanabe 3-inch]
Exhaust 3-inch cat-back [Tanabe]
MAF [Stock Z32 unit]
Tuning [Apex-i NEO / SAFC-2]
add TurboSmart MBC 15 psi = 270 WHP
Stage 2 [349 WHP] adds
Camshafts [HKS Step 2 272/272]
Head Gasket [HKS 1.6mm Metal]
Head Studs [ARP]
Turbo [Garrett GT2871R (.64 AR)]
Turbo Manifold [Megan Racing]
Fuel System [550cc Injectors]
Boost Controller [Blitz SBC Dual Spec S]
Tuning [NISTune EMS]
Stage 3 [404 WHP] adds
Turbo [Full Race GT3076R Turbo (.60 AR)]
Turbo Manifold [Full Race Twin Scroll]
Wastegate [Tial 38mm]
Intake Plenum [GReddy]
Fuel System [NISMO 740cc injectors]
Tuning [ViPEC V-44 Plug In EMS]
Fuel [C-16 Race Gas]
Source
Drift Office
drift-office.com
253.288.3888

Nissan VQ35DE
All in all, the VQ is a great engine with decades of development in its wake. The 3.5-liter version is by far the tuner's choice. There are 3 basic flavors of this engine: 3.5LVQ35DE, VQ35DE REV-UP and VQ35HR, in order of their evolution. The DE and DE REV-UP are similar in strength, with the REV-UP having stronger rod bolts, larger oil pump and exhaust cam retarders. The HR is significantly improved in that it has a full crank bedplate as opposed to the DE main caps. The HR also has significant improvements in the cylinder heads, including improved port flow and the use of 12mm spark plugs, which for the first time allowed the internal coolant passages to flow coolant directly between the exhaust ports and the spark plug.

High-powered VQ tuners should heed the tuner's credo "detonation is a deal breaker"! Much of the over kill added in a VQ build is not to support the power up grade as much as to combat detonation and its destructive effects. On boosted VQs, keeping coolant from flashing off (a run-away condition where coolant is blown away from a hot spot at the combustion chamber) inside the heads is critical, or it can lead to detonation and head lifting.

Keep in mind, what makes tuning an art, as well as a science, is that the combinations are infinite, and span a very large cube of power, reliability and suitability for the intended task. - Jim Wolf, Jim Wolf Technology

Stock [225 - 230 WHP] Stage 1 [250 - 275 WHP]
Intake [Jim Wolf Technology (JWT)
Pop-Charger w/heat shield]
Plenum spacer
Exhaust [Cat-Back up to 2.75-inch dia.]
Flywheel [JWT Low Mass]
Clutch [JWT clutch set]
Headers
Camshafts [JWT S1 or S2] [JWT C2 (requires special valvesprings)]
Tuning [Uprev, Cobb, JWT ECU flash]
Stage 2 Track Tune adds
Fuel [E85 or 100+ octane]
Pistons 12:1 to 13.5:1 [forged]
Rods [forged]
Intake [high-flow, large plenum]
Heads [HR-Series cylinder head swap]
Camshafts [JWT C8, C9, C10 or Grand Am]
Valvesprings [Upgraded high-rev]
Exhaust [3-inch system]
Tuning [MoTeC] [Haltech] or [Uprev] [Cobb] [JWT] ECU Flash
Turbo
Stage 1 [360 to 400 WHP]
Turbo [JWT Twin Turbo Turn Key
Base system]
Stock engine
Stage 2 [680 WHP]
Turbo [JWT 700 Twin Turbo Tuner System]
Built engine
Stage 3 [800+ WHP]
Turbo [JWT Twin Turbo Tuner System]
Built engine
Source
Jim Wolf Technology
jimwolftechnology.com
619.442.0680

Nissan VR38DETT
The challenges of the GT-R engine have more to do with bytes than boost. The ECM oversees many systems. The GT-R transmission is very technically advanced and it needs to work together with the ECM. If the ECM and TCM are not within the desired range, the vehicle will have major issues with hesitation, cuts, transmission slips and the gearbox will not allow you to shift at a certain point of torque and power. A tuner or shop needs to have the right recipe to make the car drive correctly. Also, although a USA-based vehicle, Nissan requires VIN numbers when ordering hard parts. - Alex Shen, SP Engineering

Stock [400 - 410]
Stage 1 [475 WHP]
Mid-Pipe [TiTek]
Exhaust [GReddy] [HKS] [Tanabe]
Tuning [COBB AccessPORT]
Stage 2 [525 - 560 WHP]
Pipes & BOVs [HKS GT570/600 kit]
Tuning [COBB AccessPORT]
Custom SPE Tune
Stage 3 [650 - 900+ WHP] adds
Turbo [GReddy twin-turbo TD06SH 20G upgrade kit]
Internals [forged Pistons & Rods or GReddy stroker kit]
Intercooler [HKS FMIC]
Fuel System [SPE upgrade package]
Camshafts [Jun]
Transmission [GReddy or HKS DCT transmission cooler] [PPG 1st Gear upgrade] [Dodson Motorsport Circlips, Clutch Packs, Clutch Shims, Piston A, B, Clutch basket A, B]
Tuning [COBB AccessPORT]
Custom SPE Tune
Source
SP Engineering
sp-power.com 626.333.5398

The R35 VR38DETT engine is an engineering marvel. From its four-bolt main girdle to its advanced variable cam timing, plasma-coated cylinder walls the VR38DETT is built to withstand tremendous amount of abuse. Mine has made over 760 whp as a daily driver, comfortable enough to stop by the grocery store to buy milk for my son. The chassis is stiff and the F1 style DCT transmission is ultra-quick shifting. The GT-R also has a well-designed aero package; my car trapped 195 mph in the standing Texas Mile. Areas of concern include the weight of car, connecting rods over 800 hp and a tight engine compartment requires dropping the engine to work on turbo upgrades. - Kenny Tran, Jo-Tech

Stock [410]
Stage 1 [470 WHP]
Exhaust [HKS] [GReddy] Tuning [Cobb AccessPORT]
Stage 2 [540 WHP]
Pipes & BOVs [HKS GT570/600 kit]
Tuning [COBB AccessPORT]
Stage 3 [650 WHP]
Turbo [OEM Upgraded Ball Bearings Turbochargers]
Fuel System [1000cc injectors] [HKS fuel pumps] [regulator]
Intercooler [GReddy FMIC]
[HKS FMIC]
Tuning [Jotech Pro-Tune]
Stage 4 [760 WHP]
Turbo [GReddy twin-turbo TD06SH 20G upgrade kit]
Transmission [Clutch Upgrade] [HKS DCT transmission oil cooler kit]
Tuning [Jotech Pro-Tune]
Stage 5 [850+ WHP]
Internals [Jotech Fully-Built Engine]
Transmission [PPG Gear Set]
Radiator [Jotech Cooling Packages]
Tuning [Jotech Pro-Tune]
Source
Jotech Motorsports
jotechracing.com
972.278.9744

Subaru EJ20
Like the 4G63, the EJ20 has been around for a long time, and was offered in various configurations. Unfortunately, the US received a choked-up version. Power-wise, turbo response was slow and lacked good low- to mid-range torque. Most of this was rectified with the later 2.5-liter motors, but the 2.0-liter is still responsive to upgrades and light tuning, which greatly helps drivability and performance. - Jon Kuroyama, HKS

Stock [178 whp]
Stage 1 [210 WHP]
Exhaust [HKS Hi-Power]
Downpipe [HKS]
Up-pipe [HKS]
Intake [HKS Super Hybrid Filter]
Stage 2 [240-280 WHP]
Boost Control [HKS EVC]
Intake [HKS Super Mega Flow Kit]
Intercooler [HKS FMIC Kit]
Ignition [HKS Twin Power DLI-II]
Tuning [HKS F-Con iS]
Stage 3 [320-380 WHP]
Turbo [HKS GT Sport Turbo Upgrade]
Turbo Exhaust Manifold [HKS]
Injectors [HKS]
Tuning [HKS F-Con VPro]
Source:
HKS
hksusa.com
310.491.3300

Subaru EJ25
The challenge of tuning the 2008-up EJ257 STI engine lies not with the motor itself, but with the engine management system that controls timing, fueling and air flow. The OEM ECU is often times too smart for its own good, especially when trying to improve the overall power of the vehicle. Achieving reliability is the hardest part of tuning the engine via the OEM ECU. With that in mind, a tuner like us must adjust nearly 50 tables to tailor make a unique and reliable driving experience for each individual customer.

A tuner must know that certain point where the limit is reached. Once at that limit, just pulling back the tune is not sufficient enough. We must understand the small things like the differences between different brands of fuel, to knowing how the layers of compensations and dynamic corrections relate and work synergistically to create a solid and reliable tune. - Bill Knose, Crawford Performance

Stock [240 WHP]
Stage 1 [265 WHP]
Tuning [Cobb AccessPORT]
Crawford Performance Stage 1 Map
Stage 2 [288 WHP]
Engine [Crawford Performance Air/Oil Separator]
Downpipe [Crawford Performance 3-inch divorced-wastegate style]
Tuning [Cobb AccessPORT]
Crawford Performance Stage 2 boost-up Map
Stage 3 [315 WHP]
Crawford Performance Front
Mount Intercooler
Tuning [Cobb AccessPORT]
Crawford Performance Stage 1 Map
Source
Crawford Performance
crawfordperformance.com
760.631.2927

The Subaru EJ25 motor can be a very potent platform when handled with thoughtful attention. The opposed layout leads to a fairly vibration-free engine, the long connecting rods and large diameter pistons allow for copious amounts of torque, which is great for bringing smiles out. The main weakness is the intake manifold, which is only designed for low-end torque and as such does not lend itself to revving past 7,500 rpm. The oil pump becomes a concern at around 8,200rpm, which is generally well past peak power, so we have room to move with that. The pistons are definitely more detonation tolerant than the WRX pistons and higher compression (8.2:1 vs 8:1) which helps off-boost power. It is easy to work on for the most part and requires very few specialty tools in order to get it at what you want. - English Racing

Stock [230 - 240 WHP]
Stage 1 [310-320 WHP]
Exhaust turbo-back [APS] [HKS] [A'PEXi]
Intake [K&N Open element]
Fuel System [Walbro 255 lph]
Boost [factory setting] Stage 2 [370-375 WHP] adds
Turbo [FP Green bolt-on turbo upgrade]
Fuel System [880cc injectors]
Intercooler [FMIC]
Boost [21 psi]
Stage 3 [440whp]
Turbo [Precision 6057]
Pistons [Manley] [Wiseco]
Rods [Eagle]
Camshafts (4) [GSC Motorsports S1 S2]
Intake manifold [Magnus Motorsports sheetmetal large plenum]
Ferrea valvespring kit
Boost [24 psi]
Stage 3 [for 500+ lbs-ft of torque]
Block [Magnus Motorsports sleeved block]
Internals [Magnus Motorsports 2.8-liter stroker kit]
Source
English Racing
englishracing.net
360.210.7484

Toyota 2JZ-GTE
The Supra 2JZ-GTE was the backbone of high-performance imports in the industry's formative years. Rock-solid internals opened the door to big power numbers without touching the bottom end. The 2JZ was an eye-opener to doubtful domestic fans as it powered Pro RWD cars to 6.60s at more than 200 mph. Today, the 2JZ still delivers the goods, making an easy and streetable 450 whp, and full builds challenging 1,200 whp. - Kenji Sumino, GReddy Performance Products

Stock [280 - 290]
Stage 1 [375-390 WHP]
Exhaust cat-back [GReddy Racing Titanium] [Downpipe]
Intake [GReddy Airinx open element]
Boost 18-psi [GReddy ProFec B-Spec EBC] [GReddy Boost Cut Controller] [GReddy Type R BOV]
Stage 2 [450+ WHP] adds
Intercooler [GReddy FMIC Kit]
Downpipe
Mid-pipe
Spark Plugs [GReddy Iridium]
Tuning [ROM Tune]
Stage 3 [600+ WHP] adds
Turbo [GReddy T78 single turbo upgrade]
Intake [GReddy large-plenum manifold]
Fuel System [720cc injectors] [fuel pump]
Tuning [GReddy e-Manage Ultimate]
Source
Greddy Performance Products
greddy.com
949.588.8300

Toyota 4A-GE
As a pre-cursor to Honda's VTEC, Toyota's 4A-GE was undeniably one of the best engines of it's time. Like Honda's VTEC, horsepower was always achieved up top in the rev range while 'torque' (what little of it there is) has always been a bit of an afterthought. With TVIS (Toyota Variable Induction System), there are two versions of the naturally aspirated "16 valve" 4A-GE here in the U.S. Aptly named "Bluetop" and "Redtop," with these assorted motors appeared in both FWD and RWD Corollas, FX16s, MR2s, as well as the Geo Prism. Additionally, there's a supercharged version as well that was offered here in the US in select MR2s.

The Bluetop came with lower compression pistons, low impedance (saturated) injectors and a large-port head. The Redtop on the other hand flexed a multitude of improvements namely larger crank journals and wrist pins, higher compression pistons (10.3:1 as opposed to 9.4:1,) bigger, high impedance injectors and the introduction of under-piston oil squirters. Additionally, Toyota decided on a "small port" head with slightly less aggressive cams to match for better mid-range torque.

It should be noted that after Stage 2 the price of admission is about the same as the popular 20 Valve "Blacktop" swap. The dyno charts will be nearly identical except that you'll get an almost brand-new/rebuilt motor for the same price. - Bob W., Drift Office

[Stock 92 WHP Bluetop]
Stage 1 [106WHP]
Intake [AEM Short Ram]
Exhaust [HKS Hi-Power]
Injectors [Toyota OEM Bluetop 180cc
(Peak & Hold/Low Impedance)]
Stage 2 [140 WHP ]
Camshafts [HKS 264/256]
TVIS [Removed w/Techno Toy Tuning spacer] Head Gasket [TRD 0.8mm]
Header [TRD 4-into-1]
Injectors [Toyota OEM Redtop 235cc (Saturated/High Impedance)]
Pistons 10.5:1 [Toyota OEM Redtop]
Rev Limit [Raised to 8,000]
Tuning [DIYPnP EMS]
Stage 3 [163 WHP]
Pistons 11.5:1 [TODA Racing 81.5mm]
Head Gasket [TODA Racing 0.6mm]
Camshafts [TODA Racing 304/288]
Valvetrain [TODA Racing Valvetrain Kit]
Header [TRD 4-into-1]
Exhaust [Fujitsubo 60mm over-diff]
Throttle-Bodies [AE101 "Silvertop" ITBs] [Techno Toy Tuning (T3) ITB Adapter]
[Techno Toy Tuning (T3) Velocity Stacks] Pulleys [UEO Style Underdrive set]
Injectors [Toyota OEM 330cc 7MGE saturated/high impedance]
Gaskets [Toyota OEM]
Bearings [ACL Tri-Metal]
Rev Limit [Raised to 9,000]
Tuning [ViPEC V-44 Stand Alone EMS]
Source
Drift Office
drift-office.com
253.288.3888