toyota mk3 supra
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toyota mk3 supra Post Review
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Reading the manual to a 1986 toyota supra mk3 https://t.co/bZQMcRGNoQ
who wants to go for a ride in my 2jz swapped 1989 mk3 toyota supra turbo targa top ?? 😏😏🙌🙌 https://t.co/vFOEcIziiw
lancia stradale 037 in some anime tv show https://t.co/ysfLbOaUQf
🔥Any Supra fans?🔥 #mk3 #toyotasupra #toyota #supra #jza70 #suprajza70 #toyotasupramk3 #WednesdayThoughts #WednesdayMotivation https://t.co/c4MSy7O3MF https://t.co/HDBdwH2WrH
Drift Spirit. Toyota Chaser and Supra MK3 🚗✨ https://t.co/IoNHxn3Y3z
ford sierra cosworth rs rally and toyota supra mk3 rally in some anime tv show https://t.co/pFcWdUX4k9
Toyota Supra Mk3 (Drag Tune) - Forza Horizon 4 https://t.co/UV8VyY7kHu check out the new drag vid on the mk3 Supra 💪🏼 https://t.co/JiQFZXaeRe
Awesome to see Horizon Promo make it's way back to #ForzaHorizon4 For those who couldn't watch Live, Here are the new cars :) Federico Sceriffo Ferrari 599 GTB Fiorano FD Matt Field's Vette FD Mercedes-Benz AMG E 63 S Toyota Mk3 Supra 2.0L Ferrari Portofino Gunther Werks 400R https://t.co/bPhyYFWtxW
First car i ever bought but my self i miss this car so much it was fun 1986.5 #Toyota #supra #mk3 some day ill get another https://t.co/kZH4yoNLxq
toyota mk3 supra Q&A Review
What makes Toyota different?
They are generally very well built and engineered. Currently I wouldn’t consider them anything terribly special, but their reputation is fantastic. They do make mistakes though, even the glorious 80’s Toyota assembled basically every mk3 Toyota Supra incorrectly (There was a never corrected error in the assembly process at the factory that resulted in the heads being insufficiently torqued down). If you want to learn what made them what they are, I can highly recommend ,The Toyota Way,. It’s a bit dry, but goes to great lengths to explain why they were initially so successful, and describes much of what makes their cars so reliable and thier buisness succceed. There was also an excellent NPR podcast on the reorganization of GM’s Fremont Assembly into NUMMI, which I think shows a lot of what made them different from other manufacturers you may be familiar with. ,NUMMI
How do I give my car more horsepower?
First off, let me start with a few caveats: There is nothing - or almost nothing, with any exceptions all being bad ideas for reliability or other reasons - that you can do to your car for free that will give it more power. Modified cars are an expensive hobby, especially if you're not doing things right and have things break. Your modifications for power should all, always, be balanced by improvements in the things that will keep you safe and your car running. All of these things will have to be continually kept at a level high enough to handle the power. These items are: your car’s drive-line (transmission, axles, and differentials), your car’s running gear (suspension, brakes, and tires), your car’s safety gear (if you’re going to the track, this should be a cage, racing seats, helmet, HANS device - ,all of those, at once; some track organizations may mandate an engine kill switch; and a fire extinguisher is a good idea regardless, even for a street car), and finally, your own skills as a driver and extreme caution / restraint if driving on the street. (This answer does not endorse any kind of racing or dangerous driving on the street. Drive safely and responsibly.) Also, be aware that any modifications to your vehicle may void your warranty, and may cause your car to fail emissions or other regulatory testing. … While following this, ,your planning and work should start with the bottom-most (most expensive) thing you are considering,, as each successive step basically requires that all of the steps “shallower" than that be redone. Basic Maintenance This is step one, and should really be done anyway to keep your car running - and a badly running car will be down on power. All of this should be very familiar to you before you attempt anything else. Replace your spark plugs, oil, timing belts, etc. at the recommended service intervals. Use manufacturer specified parts unless you are absolutely sure that your specific vehicle could be better off using something else (and if you're guessing, the answer is no). In a similar vein, make sure you're using the right gasoline - don't put regular in a car that needs premium or it will knock, and don't use premium in a car that takes regular or it may not burn correctly. (And do NOT put gas in a diesel car or vice versa.) Bolt-On The first general stage of car modification is called “bolt-on" parts. These are parts you can usually replace without extensive disassembly of the engine, such as the intake (especially air filter), exhaust, and engine control computer module (or the software loaded on it, called a “tune”). Stop here if you need your car to be a daily driver and/or you aren’t willing to deal with possible maintenance headaches. Cylinder Head Work These upgrades are slightly more effort-intensive, and can be done in stages, but these things have to do with the cylinder heads in your car’s engine (the pieces above the block). The easiest upgrade, which is almost simple enough to be considered a bolt-on in some cases, might be a new camshaft kit. More intensive might be new valve springs, new rockers, or even a port-and-polish job on the intake and exhaust ports. (Supporting Upgrades) This is the part where you’re going to want to start looking at supporting upgrades, especially your oiling system, cooling system (radiator), and clutch. Modified Internals The components inside the engine block are usually called the internals. These are the crankshaft, connecting rods, pistons, and sometimes the cylinder sleeves. You will want stronger ones if you are making more power than stock, and you may also want to replace these if you want your engine to be larger displacement (“bigger”). This is also absolutely ,essential, to consider if you’re looking at the next stage, which is: Forced Induction Forced induction - a turbocharger or supercharger - is a complicated system to add to an already engineered engine. A bigger turbo or supercharger on an already turbocharged engine would be a simpler proposition, and might even qualify as a bolt-on if simple enough. But that’s basically ,never, the case if the engine isn’t built for boost in the first place - you have to make sure the compression is low enough that you won’t get detonation, you have to make sure the internals are up to muster, etc. - and then you will have to tune the ECU (mentioned above) so that it has the correct air/fuel mixture, etc. Engine Swap Here’s the big ticket item. If you’re contemplating an engine swap, you will usually have to consider it as a part of a complete car package. These go in varying stages of complexity: Swapping a new engine of the exact type that was originally in the car. This is hardly worth mentioning here, because it essentially amounts to refreshing the engine with new parts, but it can be difficult connecting even the same kind of engine into your car and expecting it to work the same. (e.g. ’98 Camaro Z28 engine into ’98 Camaro Z28.) Swapping in an engine that fits in your model / body style of car, and has OEM mounts / wiring harness, but is not the same as the one that came in it. (e.g. turbo 300ZX engine into non-turbo 300ZX; Honda Prelude / Accord DOHC VTEC into a body style of Accord it was put in for a Japanese-market model; Mustang V8 into same-year V6 Mustang.) Performing a well-researched and obvious fit swap that’s nonetheless not intended by the manufacturer, but can be performed by anyone with the skills and possibly a kit developed for the purpose. (e.g. Honda K20 into older Civic; Mercedes M113 V8 into Chrysler Crossfire that originally had a Mercedes M112 V6; Toyota 2JZ-GTE into Mk3 Supra.) ,This is probably the last level of complexity you want to even consider attempting (and with extreme caution, at that) if you are not a professional who already works on cars for money. Performing a swap of an engine that physically fits in the bay, but has zero commonality in terms of bellhousing or wiring harness or motor mounts, and may or may not be researched in the first place. (e.g. Chevrolet LS small block into Nissan 240SX; Toyota 2JZ-GTE into BMW 3-series.) If you’re extremely daring and, say, have two engineering degrees and your own shop: performing a swap of an engine that does not physically fit in the bay, or - even wilder - is placed in some place other than the engine bay, such as the mid-rear of a normally front-engined car. Essentially, anything that intrinsically requires that the car become something radically different - although the same could be said about the previous level. (e.g. Gatebil style swap pushed into the bulkhead; or building your own MG Metro 6R4 or Ford SHOgun, basically, but with zero factory backing.) All of this engine swap business, again, will probably be too complicated for anyone who hasn’t fully mastered the fundamentals of everything before this point. … What’s the bottom line? Stick to maintenance and bolt-ons for a daily driver, or if you’re broke or don’t have the expertise to devise and manage anything more complicated. And remember - keep on top of supporting upgrades, and keep yourself safe. Cars can be fun, but it doesn’t mean a lot if your custom handiwork ends up wrapped around a tree because of bad decision making. Hope this helps.
What’s a relatively inexpensive project car with a T-top and flip-up headlights?
MR2 Nissan Z31 300ZX Toyota Supra Mk3 Those should be pretty affordable
Why aren't there any normal cars that use a supercar's body style?
Sometimes, like this Toyota Supra mk3 which mimic Ferrari This one don’t know which is the clone Bugatti EB110 Nissan 300ZX
Is the 3rd Generation Mk3 Toyota Supra engine (7MGE) reliable?
yes and the turbo is reliable too just like any other engine make sure its taken care of, oill changed and enough fluid
What is your least favourite car company?
Toyota I love classic Toyota, especially 1976–1983 Corollas. But today they only make a car just for going from A to B. I’ve tried almost all new Toyota cars and actually i can’t enjoy it. It just a car. Period. There is no fun driving a new Toyota, while driving a new Honda Fit it’s still fun to me. And the design, duh. Honestly i don’t get it when they sell 1.0 3cyl small cars who looked like a weird cars and Indonesian people rushing in to buy one. For me, Toyota equals boring people. I mean most Indonesian think when you have a Toyota Avanza and a 95m house in a fancy house complex means you’re successful person. That’s why there is ,soooooo many, Toyota Avanza in Indonesian street, so much until someone jokingly said you can’t overtake them because cars in front of it is the same Avanza. Yeah i knew the make some great cars, i’m not arguing Supra MK3/AE86 is a good looking car, but i hate the newer cars made by Toyota. Toyota Avanza - Wikipedia Daihatsu Ayla - Wikipedia
What makes the 2JZ such a good engine to make a lot of power from?
I watched a comparisson video a while ago between the 2jz and the Nissan RB blocks. and there was a lot of extra wall thickness on the 2jz casting compared to the RB, and it was a consistant thickness throughout, the nissan had large discrepencies between the material thickness. The 2jz Oil ways are also a huge bore compared to the RB. think it's about 12mm from memory. Nissan RB's always had a problem with oil staying in the head and starving the bottom end. Toyota Pumps are usually really efficient and very rarely need upgrading for extra oil with the power increase. As other posters have said, it's a closed deck iron block, so will take enormous amounts of boost. Iron Blocks can take more torque for the head bolts and won't lift the head like something all Ali will. What should be mentioned though is Toyota's metalurgy. They use the best materials for the job, and after the 7MGTE Fiasco which dogged the mk3 supra's reliability with porus aluminium and annealing heads, they first built the 1JZ to cross over into the MK3 supra and once mastered, went for a 3 litre oversquare bore and stroke for the 2JZGTE. I have seen drift cars on standard bottom ends running upwards of 800bhp stripped down after multiple full pro season and the crank and bearings were in perfect condition. It's just that good!
Why is it hard to find a 1991 Turbo Toyota Supra?
They are hard to find because not many were imported in that year. Ignore the individual in this comment section who is rather jaded against the Mk3. He has very obviously never had the pleasure experiencing one. The 7MGTE is an amazing power plant that was way ahead of its time. The R154 series manual is still regarded as one of the most stout transmissions Toyota has ever produced and the model had many features ahead of its time. The Mk3 supra has more tech options than my Fully loaded 2008 Mazdaspeed 3 GT! If this is the car you want, search high and low for it. The Mk3 is a downright amazing car. If you would like one, feel free to shoot me a message. I am fairly well connected and can find you a car and even provide you with a 7MGTE. Good luck. I hope you find what you’re looking for.
Why is the Toyota Supra a legend?
The A80 - also commonly referred to as the MkIV - Supra is certainly a legend. I’d even say it’s fair to call it iconic. Why is it? The Supra was the culmination of nearly 30 years of performance history. The Celica Supra in 1978 wasn’t much by modern standards; just a slightly sport version of an economy car. The second generation, debuting in 1982, had an impressive suspension - it beat two Porches and a Ferrari in a comparison test by Car and Driver - but wasn’t very fast or tuneable by modern standards, though making 148hp out of a 2.8li straight six was impressive for the time. The third generation - or Mk3 - was the first Supra most people would recognize, and the first that dropped the Celica moniker and to just be called ,Supra,. Debuting in 1986, it made 200hp out of a 3.0li straight six, a 55hp jump from the previous Celica Supra. A year later in 1987, Toyota released a Supra Turbo model that boasted a straight-six engine that produced 230 horsepower. The release of this Turbo model coincided with the beginnings of the tuner movement, and we all know factory turbo cars are ,much, easier to modify. Coupled with the excellent suspension, rear-wheel drive, and good-for-its-time chassis, the car became popular with the tuner crowd. And then it happened. In 1993, in response to Mazda’s phenomenal third-generation RX-7, Nissans 300ZX Twin Turbo, and even BMW’s E36 euro-spec M3, Toyota released the A80-chassis Supra. Still powered by a 3.0li inline six cylinder, the Supra was again available in a Turbo model. Like the RX-7, the Supra made use of sequential twin turbochargers, allowing a smoother powerband than the peakier single turbo cars. The 2JZ-GTE motor was an iron-block, closed deck design with factory forged internals and an aluminum head. The engine enjoyed significant success in FIA Group A and Group N touring series. Despite being sold as 276hp due to Japan’s “Gentlemen’s Agreement” of the 1990s, Toyota documented that North American exports were rated at 321hp, significantly outpowering its competition. It achieved 0–60 in 4.6 seconds and covered 1/4-mile in 13.1 seconds at 109 mph; notably faster than its competition at the time. A fully independent suspension was tuned with the intention of taking on the big boy of the market - the M3. The Supra had a nicer interior, better traction (because of its limited slip differential), and was a more refined experience than the M3 of its time, and despite its heft, out-accelerated and out-handled the M3 too. “Big and bulky it may be,” ,CAR, wrote about the Supra, “but cumbersome it is not.” Tiff Needal, the host of Top Gear before the now-infamous Jeremy Clarkson, review the Supra and said “Its manners are impeccable,”and praised that the car didn’t have any “four-wheel drive, four-wheel steering gimmicks”. The body styling was like nothing anyone had seen before. Muscular, with traditional long-hood, short-deck proportions, the sleek shape wowed a generation. Needal called it “stunning”. BMW M3 E36 & Toyota Supra Twin Road Test 1994 It was faster, more powerful, and better handling than its competition. And that’s just stock. The aftermarket, really, is what turned a great car for its time. Tuners realized that the closed-desk design, iron block construction, and forged internals meant that slapping on a larger turbo and cranking up the boost could make a ton of power without having to invest in building the block up. Cars rated from the factory at 276hp began to make tons of power. Just swapping an aftermarket downpipe got you 40hp at the wheels. An upgraded intake was worth 23hp at the wheels. Intake, downpipe, and exhaust would get you 360whp from a car that dynoed at 260-ish horsepower at the wheels - a 100hp increase ,without tuning,. Throw a manual boost controller on that car, and 450hp at the wheels was easily accomplished. That’s a TWO HUNDRED horsepower increase. We won’t get into what you can do with upgraded turbos or a built block, but suffice it to say it’s not unusual to find Supras these days making significantly more than 1,000hp at the wheels. This all coincided with the explosion of tuner culture in the 1990s. You couldn’t turn around without seeing someone’s lowered Civic with an exhaust on it. Street racing was thriving, drifting was just being discovered, and the advent of the internet was making access to the Japanese performance market possible. The Sony Playstation was released, and with it the racing game Gran Tourismo - which deserves an entire article on its own, but for our purposes we can simply say that Gran Tourismo exposed an entire generation of American teenagers to cars we’d never heard of like the Skyline GT-R, Lancer Evolution, and WRX STi - and stoked the fires of interest in Japanese performance cars. Coupled with a booming economy in the US from the dot-com boom, there hadn’t been a better time to be a car enthusiast in the US since the late 1960s. And then, there was Vin Diesel, Paul Walker, and the Fast and the Furious. It’s hard to estimate the impact that F&F had, but it was certainly huge and Walker’s Supra was the star as much as the actors were. It was the right car, with the right capabilities, at the right time. And I think that about sums it up. PS - RX-7s are still better. :P
Why is the MK3 Toyota Supra so overlooked?
because they weren’t classically beautiful because the 7MGTE engine realistically topped out at about 300 usable horsepower when tuned. Some dyno queens were able to put down 400–450 hp but they had turbos so big that power wasn’t realistically available on the street or even on the dragstrip. Because their handling was really quite subpar for a sports car.
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