The MKIII Toyota Supra. Classic body lines on a truly sweet 6 cylinder powered Japanese muscle car. We are great fans of this design and have some nice options for tuning them to a world-class level. You’ll always find the 7MGTE well represented in our shop. This engine can arguably be credited with jump-starting the import performance tuning scene in the US for turbocharged sport coupes from Japan. Maybe we’re biased, but we designed the ALIEN intake manifold before any manifolds were built for the later model engines. It may be ‘old school’, but we think it's very cool.
What we have here is a fully modified (Supra) 7MGTE intake manifold that we call the ALIEN. Why that name? Because it is reminiscent of the movie creature in the way it looks, and it will definitely turn your 7MGTE engine into a monster from another world altogether. Yes, it bolts right up to the head and with a forward-facing throttle body flange, it is the hot-ticket for the builds set for big HP numbers with a 7MGTE engine. This manifold retains the excellent torque-generating runner length of the factory manifold with a much larger plenum and true bellmouth runner entry. The interior is completely metal-finished and ported smooth for the ultimate in torque at the wheels AND top-end power delivery. This manifold requires a couple of weeks of intense fabrication to craft and is not a cheap round-tube grafted onto the runners 'upgrade'. There is more work done to form this plenum than most other manifolds have in their entirety. This is a work of metallic craftsmanship that only a truly dedicated 7M enthusiast will appreciate. Not only do we incorporate the factory idle control motor mounted pad, but all of the vacuum ports including the brake booster fitting base. You will have to really look hard to see exactly where these factory manifold casting pieces have been TIG-welded into the plenum on the ALIEN manifold. We can also supply the throttle body to complement this perfectly and every part of this manifold is expertly polished to a high-luster shine. You will not find a manifold like this one anywhere. Even the MKIV crowd will be envious of this work of art.
You can expect the same kind of torque curve as the factory tuned 7MGTE with a higher level of airflow to complement most any turbo upgrade you have bolted onto the exhaust side of the Toyota cylinder head. The runners are trimmed down just over an inch to allow for the plenum to have sufficient volume and to tune the manifold better with higher-rpm powerbands. Of course a stand-alone ECU is required to properly tune the fuel curve correctly. This manifold will support at least 35% more airflow with a proper cylinder-to-cylinder balance. Easily capable of supporting well over 700 HP, this is a serious performance upgrade you will both feel and hear from the first time the engine fires with it bolted in place. The ram-horn inlet shaping inside the plenum produces a distinctly crisp engine tone you will never hear from a factory manifold. Internally, this plenum has very low restriction to pulse movements between cylinders so response is sharper than with the OEM plenum casting. The lower runners are modified to be more efficient for both airflow velocity and volume. Even the small square pads at the cylinder head junction are filled in with aluminum to eliminate their turbulence inducing effects on the air charge. The cold-start valve mounting pad is done away with and the runners modified to eliminate the 3rd runner's dimple next to the valve connector. We left no part of this manifold untouched. These manifolds are fabricated using original factory cores for a perfect bolt-on alignment with the Toyota cylinder head. The lowers encompass some 15 hours of workmanship alone, and the plenum portion, well it has to be a labor of love because most of it is shaped out of flat panels of aluminum alloy hand-formed into the smoothly radiused form you see before you. Guaranteed to be a show-stopper wherever you pop the hood. This is no mass-produced gimmick part. Crafted to be admired and appreciated in both form and function.
Expect pavement-ripping torque and a demented engine note from this metallic marvel. Just bolting this onto the intake side of your Toyota head will give an easy 30 WHP but tuning it with the right turbo upgrade, head porting (especially on the choked-up exhaust side), and a decent camshaft profile will net about 60 WHP and more over a factory manifold especially at low boost levels. The gains are even stronger with high boost and a larger turbocharger like our 75 mm SAMURAI.
Price (requires a core manifold to be sent in or $150 core charge) $987.64
w/ EGR built in to plenum $1,277.88
Throttle Body Option 1 - 80 or 90 mm $122.67
Throttle Body Option 2 - 100 mm $164.54
- MKIII Toyota Supra/ Cressida 7M(GTE) 'ALIEN' Fabricated Plenum Intake Manifold Upgrade.
The R32 GTR exhibited legendary performance and racetrack-proven capability from day-1. At its heart is a silky-smooth DOHC inline 6-cylinder engine with a beefy cast iron block stiffened by a main bearing girdle. On the exhaust side 2 light-weight cast manifolds supporting a pair of ceramic turbine wheel equipped Garrett T25 turbochargers. On the intake side of the 4-valve head is an individual throttle body manifold and large surge tank. Good for 276 HP and 266 ft lbs of torque (published specifications, actually much higher once measured) with an 8000 rpm redline, the RB26DETT is something special indeed. Power is is channeled through the Attessa E-TS AWD system, with a Super-HICAS 4-wheel steering and advanced multi-link/ A-arm combination independent suspension giving it a death grip on the road. Designed for dominance on the track, with several championships in its history, the GTR has immense potential, especially once tuned.
- GTR Plenum Modification /Porting Service
The factory plenum design for the GTR is great on paper but could stand some customization to really be all that Nissan intended for the design. This was a ground-breaking design back in 1989 with a large plenum feeding 6 individual throttles cast in lightweight aluminum. The volume of the factory plenum suits mildly tuned GTRs very well and when properly modified can actually support much more airflow without loosing any of the responsive nature of the overall intake system. There are 3 distinct modifications that we can apply to the factory casting to improve airflow balance, total airflow capacity, and further expand throttle responsiveness. After extensive metalworking of the aluminum casting and high-luster polishing, only a very astute set of eyes will see anything other than a 'shiny factory manifold'. That is of course until the RB26DETT is stirred to life and the throttles are cracked open.
Our approach to making the GTR intake perform as best as possible is simple, remove all of the restrictions that were cast in place and tweak the runner entries of cylinders 5 and 6 to keep them in balance with cylinders 1 through 4. All of these tweaks involve extensive TIG welding craftsmanship to adjust the inner passageways in the interest of a perfectly uniform set of runner entries. To begin with, each plenum is media-blasted to remove any fuel residue and blow-by build-up from the inner surfaces. Then we make an incision along the center of the casting lengthwise and underneath for access to the runner entries. The reshaping process is a 2-step approach involving both reshaping with carbide burrs and TIG-welding additional aluminum alloy in place to build-up the exterior wall into an altered form.
To facilitate modifications to the internal metal 'bulges' it is necessary to add additional aluminum to the exterior of the casting near the stud holes on each runner. Also since we modify the surge tank area adjacent to runners #5 and #6, aluminum is TIG-welded onto the exterior surface to build up enough metal for the reshaping process. We have established that this is a critical modification needed to correct an imbalance of airflow in the 2 rear cylinders with the stock surge tank. Cylinder #5 has a reshaping of the tank area to reduce turbulence at the port entry, and cylinder #6 is modified to have a more gradual tapered entry and reduced turbulence at the port entry as well.
After each of the 6 runner entries are ported to eliminate the internal humps cast in the factory manifold, the entries are further 'messaged' with carbide burrs to shape them uniformly into efficient bellmouth shapes. Now that each runner has the best shape and flow characteristics the entire set of runners and surge tank interior is meticulously sanded smooth for maximum airflow and velocity. The pictures show just how much work is involved (the entire internal surface area is ported, reshaped, and made uniformly smooth) in this process and the results are quite impressive. With the rpm capabilities designed into this engine, equalized cylinder filing is critically vital to peak engine performance, longevity, proper tune, and response. Surely, this is what the RB26DETT deserves feeding those 6 beautiful throttle bodies!
Once the internal work is complete (several hours of cutting, welding, and finally sanding smooth), we TIG-weld the plenum back together just as it came apart. To cut these castings open we leave the corners attached so that we can 'fracture' the 2 pieces apart allowing for a precise fitment when welded back together. Another step taken is the clamping of the entire manifold onto a solid 1/2" piece of aluminum plate stock to keep the flange surface from being warped when the surge tank is TIG-welded together. Yes, there is alot of effort taken to get the surge tank to this level, but the results both visually and dynamically are spectacular. Would you do any less with such an engine as this?
Other tuners would sand down the welds and leave you with a hand finished exterior that looks OK, but we take the time to polish the entire exterior. Polished to our standards mind you, which are fairly high as all of our polishing we take very seriously and has been enjoyed by celebrities and major motion picture producers alike. Now this is a what a GTR plenum should look like! With all of the metalworking involved in taking the original design to the next level, hiding it underneath a layer of black paint would be shameful in our humble opinion. The performance will speak volumes (literally, as you will actually hear the difference), so there won't be any questions about your RB26DETT's state of tune once the throttles are opened up, so why not proudly display it? You're sure to be asked for a peak after it's heard anyway. You will be pleased to enjoy a solid 30 to 60 HP gain depending on your RB26DETT state of tune, even sharper throttle response, and much better mixture distribution with this modification. These engines deserve no less. This is the best option for a GTR tuned with upgraded OEM based turbos, ported manifolds, and an exhaust system upgrade. It allows for retention of the factory engine components with almost no perceptible modifications in the engine bay. If you prefer the internally modified, stock looking engine, this is for you.
Full Plenum Modification Service - $629.85
The approach we take to tuning the GTR whether it be an R32, R33, or an R34, is one of admiration and respect for the inherent capability of the factory car. These have a reputation beginning with unrivaled success on the road racing circuits. The R32 is a legend from the first time it took to the race circuit and the lineage among the 3 variants is unmistakable. These cars are insanely capable at racing on road circuits. The RB series engines are the center of attention if you are into engines, but the Attessa AWD system makes all of that high-rpm power useful at each wheel. These cars featured state-of-the-art drivetrains, suspension layouts, and electronics all in an unassuming coupe body that could actually carry 4 people. A Skyline GTR could be a daily-driver and a track-day champion with very little compromise to their civility. Few cars are so versatile. Tuned to around the 600 AWHP level, these are tough to beat on track and actually docile enough for going to the local baseball game across town. Our tuning of the powertrain takes the original platform to the next level by extending the engine output and flexibility further, improving responsiveness, and reducing extra heft where possible. For those GTR owners looking for the highest levels of engine output, we have several turbo system upgrades that expand the performance of the RB26DETT well past the 1500 HP level. These engines respond so well to tuning, they are simply a delight to work with. The cylinder heads flow well, the blocks are both rigid and strong, and the overall engine package is compact. Sweet, and tight if you ask us.
If you don't want a common approach to tuning your GTR, this will definitely interest you. Our approach is both from the inside of the engine outward with block modifications to strengthen its rigidity in the face of higher torque loads, to intake modifications and turbo upgrade packages that feed so much air to the cylinders it should be a crime. In our hands an essentially stock-appearing RB26DETT can produce upwards of 700 HP while being reliable and easy to live with on a day-to-day basis. Of course since we are famously expert with polishing aluminum, your engine bay can also get the judges nod at any car show you attend. These engine have so many nice aluminum castings, they simply BEG to be polished and shown off. Unlike most modern engines with plastic everywhere, these thin-wall castings are made so well by Nissan that they actually can be retained on all but the most heavily modified GTR engines. From a simple build with a stronger crankshaft and forged pistons held together by premium hardware and a simple valve train upgrade, to blocks modified to incorporate a custom steel main bearing cap and girdle plate upgrade, billet steel crankshaft, Titanium rods, and custom forged pistons topped by cylinder heads filled with the lightest and toughest valvetrain components, these engines are ripe for fulfilling your power output dreams at a high-rpm tune level that most engines can only dream of attaining. If you want to show up at the track day with intentions of leading the German crowd around, this is the package to work with. We can help with weight reduction, suspension tuning and modifications, chassis stiffening, and even transmission upgrades. Our TIG welder, metal fabrication tools and corner scales are ready for your GTR. What do you envision the ultimate GTR to be for your personal enjoyment?
The Exclusive Turbosystems approach to GTR engine tuning is one of World-Class appearance, brutal horsepower. and spine-tingling response. Since we’ve been working with the RB26DETT engine in some form or another since around 2001 we know our way around them. Expect the polished aluminum parts to gleam, the engine to perform like you want, and the lap times to fall. We take great pride in the metalworking of each component before we take it to the buffer so that it looks like an organic form. Our engine preparation takes into account internal stresses, heat, and reciprocal loads, with the attention on making the engine systems working in harmony with each other. The induction system modifications are tediously worked over to deliver a high-velocity charge to each cylinder even well above the factory rpm limits. And of course our turbo upgrades are the fire in the belly of this beast. We strive for the best in turbo performance without being restricted by conventional components or outdated turbocharger aerodynamic technology that other tuners are still clinging to. The RB26DETT doesn't respond and perform like other engines so our turbocharger upgrades are specifically modified to bring the best performance out of the rpm range of these impressive race-bred and designed engines. One of the best features of our turbocharger upgrades is their swift response at lower engine rpms. This helps to fatten the GTR engine torque curve (which is their only weakness as far as output) and get the engine on the better part of the power curve faster. Our turbos will get your GTR off the line faster. Period. Lag is not in our vocabulary here, and should never be associated with any RB engine, especially the GTR RB26DETT. We don't make excuses about the response of our tuning packages, that is what research and development is for...
The NINJA-R GTR Single Turbocharger Upgrade
This is the best single turbo Exclusive Turbosystems offers for GTR owners seeking a 1000 -1800 HP solution from a single turbocharger. It is a streetable system (depending on boost settings and driveline strength more than anything) and has a functional boost range in between 10 and 50 psi. A low boost setting of around 15 psi (1 Bar) will yield an easy 500+WHP and expected full boost coming in well under 4000 rpm, typically no more than 3800 rpm. Definitely street tuneable on the lower boost settings if needed. This is much faster than other single turbo upgrades have been able to deliver in the past. Above 22 psi is reserved for race gas ECU programming and has an output range in between 700 HP and 1800 HP (at around 40+ psi). Realistically you can drive anywhere on a pump-gas tune laying down close to 1000 HP and when you want to kick up the boost pressure with a race fuel map, without even opening the hood, and get the 4 tires to handle 1600 AWHP once you get the good stuff loaded in the tank.
At the center of this specially prepared turbocharger is a deadly serious 88 mm/ 96 mm CHRA combination. Based on the stout and reliable choice S400 Borg Warner performance turbocharger components, the NINJA-R is modified to be the absolute meanest 88 mm turbo available for the masses. This turbo is constructed around a special journal bearing CHRA incorporating a heavy-duty thrust assembly and next-generation billet compressor wheel. Each bearing is grooved for a full 360 degree oil channel to supply the turbine shaft in all attitudes of operation and load. The critical load points are polished for low-friction and higher capacity. Full 360 degree thrust bearings are employed to handle the boost loads GTR engines can be tuned to. Each forged aluminum compressor wheel is CNC machined to exacting dimensions to fit within an 88 mm S400 compressor frame. The bladeforms are aggressively swept to grab as much air as possible. The working side of this CHRA is a 96 mm turbine wheel that has been proven to support up to 2000 HP. Very serious indeed. A perfect match for the NINJA-R's 88 mm compressor wheel, this 718 alloy Inconel wheel can easily handle the exhaust energy a fortified RB longblock can deliver. Both the compressor housing and turbine housing are fully ported to extract the maximum flow possible. The compressor housing incorporates both an anti-surge cavity and a radiused entry for the most efficient airflow into the billet compressor blade tips. The tedious portwork of the twin-scroll turbine housing passages assures high-velocity gas flow is working to accelerate the turbine wheel easily in pace with the RB's broad rpm range from idle all the way through 10,000 rpm and beyond.
Exclusive Turbosystems has designed this to be THE single turbo upgrade for the best-built RB26 engines out there. It responds like a 67mm turbo yes delivers boost like it was a 100mm turbo. The NINJA-R has been changing the way tuners have been thinking about larger turbos and their response. The RB26 deserves such a turbo when it has been built with the best internal components to maximize its power output. This ‘kit’ gives a distinct package that guarantees the ultimate performance from a single turbocharger on a built RB26 based powerplant.
Cost - $3,653.84 (4” downpipe V-band outlet)
$3,668.59 5” downpipe V-band outlet)
GTR Cast Exhaust Manifold Porting
The factory Nissan castings that support the turbos are fairly good and generally don't have serious cracking issues but their flow could stand a bit of help. The cylinder head port exit interface with these manifolds is a huge source of flow restriction. We have routinely seen a mismatch of a few millimeters which obviuosly wastes some exhaust energy as it creates turbulence and hurts gas flow dynamics. Also the rough internal passageways hamper exhaust velocity severely and since turbos are wholly dependent upon this flow to operate at their best, this modification is mandatory. We have a straightforward solution for those GTR owners who aren't looking to upgrade their turbos past a stock-location, T25/T28 (or hybrid T25/28 -T4 compressor) upgrade level. Porting of these manifolds is a very simple solution to getting a nice upgrade to the performance of a set of low-mounted stock, or modified turbos.
First, each casting is thoroughly media-blasted to remove all carbon build-up and peen the exterior surface to improve its strength and toughness. Next, we transfer the gasket opening outline onto each port entry for a proper 'gasket match' to the cylinder head exhaust ports. The next step is where all of the 'magic' happens. The porting of the internal passages is where all of the flow improvements are generated. Not only is the cast iron surface hand-machined with carbide burrs to eliminate the rough casting texture, but subtle tweaks are made to the contours of each passage to improve gas flow and more crucially important, velocity. After the carbide burrs are put aside, out come the sandpaper rolls to make the surface smooth. It can take a couple of hours and several rolls to complete each manifold but we are looking for perfection with our porting. You’ll be surprised at how deep we can get our tools to reach inside these manifolds. Worth every moment of effort to get the best response and airflow from the turbos.
The end results of all of this effort? You can expect an increase of both exhaust velocity and volume for better turbine acceleration and flow capacity. The nominal 20% gain in exhaust flow will be felt in a more pronounced boost build-up and quicker arrival at full boost. On a stock RB26DETT you can expect about a 20 HP bump in output and more torque everywhere in the rev range. We all know that torque is what these engines need more of so this delivers just what the doctor ordered. Throttle response will be a bit sharper as well. This is a great 'hidden' modification that really has no downside at all. Better turbo response and more power, sounds like a win, win situation.
After the porting is completed we also take the time to resurface the gasket flanges for a flat and true seal. Some of the sharp edges left over from the casting process are ground away on the exterior surface as well. Why not? The burrs are handy and we don't like skinning our knuckles any more than you do. We finish this service off with a ceramic-based coating to keep the heat inside the manifold where it can be used best, to drive the turbine. This turnaround service is available for The R32, R33, and R34 models.
Skyline GTR Exhaust Manifold Porting Service - $439.87
MKIII Toyota Supra Tuning
- Toyota Supra Polishing 7M
Valve Covers - $240
Compressor Housing - $145 (CT26 casting) $125 (single TO4R size)
Intake Manifold - $560 (upper plenum & lower runners)
Intake Manifold w/o EGR - $51 (upper plenum & lower runners/ grind away tubing)
Naturally Aspirated Intake Throttle Body Y-Pipe - $135
Throttle Body - $125
Aftermarket Intercooler Charge Pipes - $170 (seamless welded 2.5”/ 2.75”)
Lower Front Engine Cover - $90
Thermostat Housing - $160 (main casting attached to cylinder head)
Thermostat Housing - $45
Crossover Pipe - $70 (‘3000’ cast tube over valve covers)
Oil Filter Housing - $70
Alternator - $205 (includes removal of internals and reinstallation after polishing)
Fuel Rail - $25
Classic Nissan Skyline Tuning/ Turbo Upgrades
(R31, R32, R33, R34 models)
- Toyota 7MG/GTE Engine Building Services
- Cylinder Head Modifications
Of special note is the cylinder head porting specific to the 7M. The Yamaha designed cylinder head offered state-of-the-art (when it was designed) architecture and generously sized intake porting but left much to be desired on the exhaust side. The exhaust valve sizes also reflect a minimal effort at flow rates attainable with a 3.0 liter 4-valve engine. To address this deficiency, we have a specific porting and modification regimen for the 7MG series of engines that dramatically increases the port volumes and valve head diameters of the exhaust ports. The specific goal is to attain flow rates that better complements the intake ports of this cylinder head design.
To facilitate the aforementioned improvements in cylinder head flow characteristics, the cylinder head is machined for valve head diameters a full 2 mm larger than stock (28mm exhaust valves just don't cut it). This singular modification allows the proper amount of exhaust energy to be scavenged from the combustion chamber to efficiently drive turbocharger turbine wheels. Specific porting is performed on the runners and bowls to generate a corresponding 15% increase in port volume forming the basis of the exhaust work on the cylinder head. Make no mistake, this is where these heads require the most attention to reach their full potential and put out the power they really should when tuned. Turbocharged engines are very sensitive to the amount of exhaust gas flow exiting the cylinder head for driving the turbocharger turbine wheel and the 7MGTE is choked up on the exhaust side of the cylinder head for sure. To complement the righteous exhaust port and valve modifications we have also increase the intake valve diameters 1 mm and related port-work is performed on the runners to promote consistent swirl motion of the incoming air/ fuel mixture. These ports are fairly large, but the port divider slows down velocity and limits the best cylinder filling characteristics in highly tuned 7MGTE engines. We put a sharper edge on this divider and remove the casting imperfections on each port to promote better velocity and volumetric efficiency of the port. The casting material surrounding the valve guides is trimmed away as well so that the valves have little influence on port flow dynamics because of turbulence generated by the guides and casting material in this area. All of this port and valve work is worth a lot of horsepower and even better torque delivery from the 7M engine. This porting wakes up the ports so well that engine response is much sharper and low-RPM power is 20% better. The non-turbo 7MGE engines will respond just as well with this aggressive level of porting too. These engines are completely dependent upon the cylinder head port flow characteristics and compression ratio for making good power. Camshaft upgrades are best suited to these head modifications because, without good port velocity and flow, the valves being open longer and farther is not going to mean as much power can be produced as possible.
We carry over the theme of opening up the exhaust flow potential in the combustion chambers as well. The area surrounding each exhaust valve is machined away to allow the combusted gasses an unimpeeded exit past the valve head once the camshaft pushes them open. This is also done on the intake side of the chamber for a balanced improvement in combustion chamber mixture movement into and out of the cylinder. Each sharp edge is smoothed over and radiused to keep detonation at bay triggered by pre-ignition. All of the combustion chambers are CC’d to hold a matched volume from cylinder 1 through cylinder 6. Not only does this combustion chamber work improve cylinder filling and evacuation which improves volumetric efficiency and power, it also reduces the octane requirement of the 7MG engine and allows for more spark advance to be tuned in and even more boost to be run in the engine. Almost as much engine output is gained from properly modified combustion chambers as the ports with these cylinder heads due to their tight chamber dimensions and restrictive clearances for the valves once opened by the camshaft lobes.
On these heads we include both the larger valves and the valve seat machining with the porting. They are complimentary to each other so you get a complete package. Supertech manufactures valves specially for our engine build specifications and their consistent quality and prompt delivery of components from the machining facility is a bonus. A full set of upgraded springs and lightweight Titanium retainers can also be ordered to accompany this service. Even with the larger valve head diameters these valves are very light and allow higher RPMs even without a spring upgrade. If you prefer, we can set the head up with a pair of camshafts and set the valve lash clearances so that all you will need to do is install it on the short block. With a complete spring, retainer, and valve upgrade these cylinder heads can safely rev over 9000 RPM as far as the valvetrain is concerned.
The most frequently asked quaestion about the porting is how much power will it net for the 7MGTE/GE engine? Without a properly tuned standalone ECU you will still see a 30 - 40 HP increase from this head and at least a 25 FT LB stronger torque peak. Fully tuned with a custom-mapped ECU and larger injectors this figure will double. Larger turbocharger upgrades and better manifolds on the intake and exhaust side will really be allowed to show their true potential with head porting at this level. This is precisely what is critical in getting 1000 HP from the 7MG platform under boost.
7MGE/GTE Cylinder Head Porting - $1679.81 (Turbo specific/ heavy exhaust flow), $1459.97 (Naturally-Aspirated/ High-Velocity Ports)
- Block Modifications
Cylinder block blueprinting is designed to affect improvement in the overall strength of the cast-iron block, and to promote better oil flow within the engine galleries. All of the casting flash can be removed and sanded smooth to prevent stress risers and cracking on the cast-iron surfaces. The main caps are not just cleaned but shot-peened to increase the surface uniformity and strength. Both the main cap bolts and the head bolts are replaced with ARP high-strength ChromeMoly studs for ultimate crankshaft bearing rigidity and support, and of course head gasket seal integrity. Oil drain passages receive the same debur treatment for efficient oil return to the oil sump. All of the lubricant passages are massaged to increase oil flow throughout the engine. If the engine retains the factory wet-sump configuration, extensive work is performed on the pump and the fluid tubing to increase capacity and pressure capability. Dry-sump equipped engines are modified with additional oil entry points into the block casting, and set-up to eliminate the factory belt and shaft -driven oil pump.
- Lubrication System Modifications
The Achilles heal of the 7MG engine design is of course the oiling system. Our special blueprinting techniques can be applied to improve upon the factory system for engines destined to never exceed about 500hp or 7000rpm. These include special chamfering of the crankshaft oil passages, matching bearing preparation, porting of the oil pump assembly, and a by-pass setting adjustment. Some ducting modifications also improve oil delivery to the block from the pump body as well.
For the the engines built beyond the 500hp output level or those exceeding the aforementioned rpm level, we will set up a dry-sump lubrication system to replace the shaft-driven oil pump and wet sump all together. A fully fabricated aluminum sheet-metal oil pan is constructed to incorporate a slimmer profile and (3) separate oil scavenge points to feed the bracket mounted external pump. Oil tanks of varying specifications are offered to suit differing chassis options and include a billet filler cap and internal baffling to remove aeration foaming and provide some cooling. After the oil is both cooled externally and filtered of all debris, it is returned to the oil gallery in 2 separate locations to improve distribution to all of the bearings and friction points. This is an improvement on the single oil supply port cast into the original 7MGTE block. With this dry-sump system you can expect 40% more oil volume to reach the bearing journals, but an improved pressure available for the bearings to receive as well. The oil tank provides a higher volume of oil to the pump which doesn’t actually have to pull oil in like the OEM shaft driven pump does. This gravity feed of the pump eliminates any hesitation in pressurizing the oil being fed to the main and connecting rod bearings. Additionally, we employ a twin pressure section pump for perfectly balanced oil delivery to the block‘s gallery channel. This is done so that the long casting length of the Toyota block doesn’t present a problem in oil volume reaching each of the (7) main bearing ports equally. For scavenging of the oil pan and block (3) pump sections assure this system evacuates all of the oil from the crankcase completely and delivers it to the tank.
MKIV 2JZGTE Toyota Supra Tuning & Turbo Upgrades
- Toyota Supra (2JZ) Polishing Services
Valve Covers - $230 per set
VVTI Valve Covers - $280 per set
Intake manifold - $485 (upper plenum & lower runners)
VVTI Intake Manifold - $535 (upper plenum & lower runners)
Throttle Body - $180 (includes welding up traction control shaft & actuator)
Coolant outlet - $80 (includes welding up turbo coolant tubes)
Thermostat Housing - $125 (includes outlet pipe)
Compressor Housing - $125 (single turbo TO4R size) $155 (single turbo S400 size)
Aftermarket Intercooler Charge Pipes - $180 (3-4 pipes, seamless welded 3”)
Intercooler - $210 (end tanks & top/ bottom plates)
Turbo Cast Piping - $635 (all 5 cast pipes, smooth liquid-metal’ finish)
Fuel Rail - $100
Aftermarket Fuel Rail - $80 (includes removal of anodized coatings)
Serpentine Belt Tensioner - $70
Oil Filter Housing - $90
Alternator - $210 (includes removal of internals and reinstallation after polishing)
Power Steering Reservoir - $100 (clear-coated to prevent corrosion of steel)
Catch Tank - $100 (custom sheet-metal pieces)
Aftermarket Intake Manifold - $350 (large surge tank design)
Few cars have a following like the MKIV Supra. It has a sculpted form that is formed over its remarkable 2JZGTE inline 6-cylinder twin-turbo DOHC engine and compact cockpit like a wetsuit on a diver. Underneath is a combination of a rear multi-link and front a-arm suspension layouts for road-hugging manners in the curves. Most are more enamored with its essentially bulletproof engine than its handling prowess with good reason. Few engines can lay down the ponies like a well-tuned 2JZ can without even being modified internally. Pure tuning bliss when larger turbos are brought into play.
- Toyota Supra MK IV
This modern legend is no stranger to our touch. Beginning with some work on a certain green single turbo car in Orlando owned by none other than Hulk Hogan. Polishing up the intake manifold, throttle body, valve covers, water neck, and the turbo compressor housing to his satisfaction and later to his son's enjoyment. Some of the components had porting as well but Hulk was more focused on the WOW factor with the hood open. We are not usually known for bragging, but some have asked where we have done work before and what experiences we have had with high horsepower engines in the past. After that job, came half a dozen or so other similar jobs on Supras highlighting mostly the polishing work. The reputation of 'High Performance Porting' stands to this day. Some porting jobs were done in those days as well, even for some of Titan Motorsport's first customers. About the same time, development work on turbo kits began in earnest. Building a reputation for quality workmanship that could, and was, displayed at the very highest level of import performance. Some years later, Exclusive Turbosystems was established to offer the same level of quality craftsmanship, with the addition of a decade of experience with European car lines.
Any time we touch any part of a Supra, no matter the model, our reputation for world class workmanship must be maintained. Our tuning of the 2JZ engine follows this mantra. From simple exterior polishing of the valve covers to completely fabricated individual throttle intake manifolds, we are intent on top-shelf presentation. Many 'tuners' have sprang up bolting on single turbos and claiming to be performance engine experts even though the 2JZ engine is EASY to produce power with. Not here. We have always been engine and turbocharger experts. Challenge us with your wildest and most aggressive build and you can enjoy world-class performance, built from knowledge, not trial and error.
We offer a plethora of products and services for this top-tier powerplant. Any level of build can be accommodated, from simple polishing, to a full chassis and powertrain build-up for competition. Your dreams and plans, our skillful handiwork. Supra owners have always insisted on a quality presentation, with World-Class power delivery, and here at Exclusive Turbosystems, we deliver at that level.
2JZ Turbo Upgrades
- Ball Bearing Twin Turbo Kit
Beginning with a pair of compact 3-into-1 tubular manifolds that we fabricate in-house out of Stainless Steel tubing this kit has a pair of turbos that are designed with cutting edge compressor wheel fitments and special Inconel turbine wheels. Each of these turbos is outfitted with a 52mm billet T-6 aerospace aluminum alloy compressor wheel that can efficiently support over 53 lbs per min of airflow or well over 500 HP. The turbos are based on Mitsubishi TDO5 CHRA components which are more robust than and either a Garrett T28 or the factory fitted CT20 turbos. Their outer dimensions are more compact than any T3/T4 hybrid and in compass a wastegate swing valve for turbo boost regulation. With these dual ceramic ball bearing turbochargers, you can actually have the best of all worlds. The swift boost response curve of these turbos builds torque amazingly fast and they also pack a killer top-end punch. Very much the same turbos we have fitted to both classic (R32, R33, R34) GTR RB26DETT and R35 GTR 3.8l engines so you know they have to spool-up quickly. On the R35’s these turbos come on boost so quickly that the transmission just can’t keep up with the torque the engine is delivering. For the 2JZGTE this means a solid torque curve much fatter than with most any other twin turbo upgrade kit available elsewhere. They come up on boost after around 2800 rpms so they aren’t exactly slow to respond. Quite the opposite actually. Tuned to around 19psi these turbos will deliver about 860 WHP which is close to the magical 1000 HP mark. Turned up over 20psi and they can support almost 1200 hp with ease. Won't be an embarrassment on the dyno after all. It used to be that a twin turbo upgrade kit for the Supra 2JZ was only good enough to deliver boost around 4500 rpm and very complex and pricey. Turbocharger technology has come a long way indeed.
The kit is supplied with a pair of 3” mandrel-bent Stainless Steel downpipes and a pair of tubular aluminum cold-air-intakes to feed the turbocharger compressor inlets. A large 5” thick front-mount intercooler is supplied that can easily chill the heat out of 1200 HP worth of charge-airflow. We have TIG-welded a flange for a huge 52 mm Turbosmart Bubba Sonic BOV which is positioned on the charge pipe leading up to the throttle body opening. Matched with a well-tuned 2JZGTE, you'll enjoy FULL boost around 3200 rpm and telepathic response when the 2JZ is on cam. This system can be tuned to work extremely well on the street as well as many Motorsports activities. Equally at home running at 15 psi in street trim as 25 to 30+ psi on the track. Ideal for a road-racing build or a Supra that is excersised on the road on the way to the track, and any twisted stretch of road where throttle control is more important than just WOT power. You will also have a unique setup that will actually look very classy with all of the aluminum piping and turbocharger castings polished to our world-class high standards. Clear a space on the mantle for a few show trophies.
For those of you looking for an edge in output with all of the advanced features of a true dual ceramic ball-bearing twin turbo setup we have a larger turbocharger option available as well. These are essentially fitted with 10mm larger compressor wheels (with the same advanced aerodynamic profiles of course) and larger compressor housings to match the wheel profiles and flow characteristics. What are the numbers on these larger twins? Each of the upgrades is good for a solid 750 HP so this equates to a healthy 1350+ WHP. Because of the special porting and advanced compressor wheel designs these respond extremely well on a 2JZ engine. They will start spooling up around 3200 rpms and full boost will be available well before 4000 rpm. The inlets are 4” to accommodate the larger compressor airflow and combined with a pair of polished cold-air inlet pipes make quite the visual impression once you pop the hood.
Either of these twin turbo upgrade packages will impress even the most critical Supra owner on multiple levels. They are based on serviceable CHRAs, have cutting edge wheel profiles, and feature outstanding response and performance. You will also have a unique setup that will actually look very classy, powerful, and dramatically appealing with all of the aluminum piping and both compressor housings polished to our world-class high standards. Clear some space on the mantle for a few show trophies, they are just about guaranteed.
Your Price - $9,959.64 2JZTTBB-52
- $11,679.84 2JZTTBB-6R
- Level 1 Cylinder Head Porting
The objective with our carbide burr cutting and shaping is to promote the maximum amount of velocity through the ports as possible. We reshape the inlets to form a larger opening into the cylinder that is carried to a decreasing area throughout the port, which causes the port to mimic a Venturi effect at the valve seat. This works best for street manners and engine acceleration character with reasonable output builds up to about 700 hp. The surface finish is fairly smooth after our cartridge roll work is carried out. We actually leave a semi-polished appearance on the exhaust ports for ultimate out-flow. This is no quick casting flash knockdown port job. All of the combustion chambers are massaged to un shroud the valves at low lifts as well. The whole point of this porting is to 'wake up' the ports of this relatively lazy engine. We won't spill all of the beans here, but trust that more than 2 decades of porting experience translates into engine response at another level altogether. Perfect for auto crossing, and stock twin turbo cars or those equipped with mild upgrades.
LVL-1/2JZ-VLVJB corresponding multi-angle valve job $349
- Level R Cylinder Head Porting
This is competition oriented cylinder headwork tweaked towards specific engine builds and blueprints. Road racing builds are ported with charge velocity and acceleration flexibility as primary goals, and strong mid-range power delivery coupled to clean running characteristics as secondary benchmarks. Since these builds will generally retain the original turbine inlet centered port layout, the portwork is tailored toward the factory cast shaping. We do of course modify the port volumes significantly, and address some restrictions inherent to the design and the factory casting imperfections. Coupled with our lightning quick twin ball bearing turbochargers and their awesome airflow capabilities, you can enjoy boosted engine response that betters some NA race engines. The goal is response with high output to boot. Individual blueprint specs greatly affect the amount of port volume at this level, so consider this a 'personalized' porting service. We can alter the port shape and finish according to the build and the type of course typically driven. Naturally, the ports are massaged and made uniformly smooth (the exhaust ports are essentially polished), which we complement with exacting combustion chamber work. The chambers receive significant de-shrouding adjacent to the valve seats, matched volumes, and specific surface shaping and polishing. Endurance racing builds have the option of ceramic coating application in critical areas. Consult with us on all of the available options. We can supply blueprinted, fully ported cylinder heads for an engine program, complete with Supertech valves, retainers, and springs.
LVL-R/2JZPRTNG From $1299 - $1699
LVL-R/2JVLVJB Competition valve job (3 - 5 angle) $529
- COMP R Cylinder Head Porting
This is where ultimate gas flow and mixture movement is paramount. Extreme port volumes, both intake and exhaust characterize the Comp R portwork. We simply port the head based on the horsepower level and turbocharger applicable. Serious engine builds need only apply as this is where the men are separated from the boys. Single digit drag cars, mile run cars, and dyno contest builds all begin here. Excellent level of porting for stroked engines that live in between 3000 rpm and 9000+ rpm. We reshape the exhaust ports to favor a more efficient, straight, passage layout. The chambers are shaped into cloverleaf forms for ultimate mid to high rpm cylinder filling. Super smooth exhaust ports are matched to high volume intake ports which guarantee insane horsepower outputs. We don't just hog out the ports and destroy the intake port function completely, velocity enhancing reshaping is applied with precision. Coupled with ceramic coatings, larger valve diameters, and competition spec camshafts, there are almost no limits to the amount of pressurized fuel and air the 2JZ head can ingest and turn into rubber shredding torque. Many options are available to complete your specific head package. Some include upgraded Inconel exhaust valves, Titanium intake valves, or even sodium filled exhaust valves to name a few.
COMP-R2JZPRT From $2099
- Supra 2JZ NINJA-R 88mm Single Turbo Kit
Try to contain your excitement while you let this 88mm turbocharger deliver the boost at a 1800 hp level. This is not the standard 1.32 A/R exhaust equipped S488 that you won't get to spool up on the street. The huge 96 mm turbine wheel is fitted with a very specially made housing that has an effective A/R in between .89 and .95. When does it spool up on a typical 2JZ? This turbo actually has been PROVEN to spool up more like a 66mm turbo, not at 5000 rpm like you might expect, but UNDER 4000 rpm, even as low as building boost at 3300 rpm. How does full boost by 3600 rpm grab you? Thought that would bring a smile to your face. Obviously it is not to be confused with any other S488 out there. This is just the beginning for the NINJA-R 88, it just keeps pulling well past 40 psi, and even 50 psi of boost pressure. Despite the deadly serious 1650 WHP plus airflow capability, this turbo spools up as if it was on the N2O bottle full time. With our turbos you can remove the N2O nozzles altogether from the intake manifold, they won’t be necessary. This is truly an Exclusive offering. We call it the NINJA-R, a true boost assassin. A perfect match for the mighty 2JZGTE engine. Streetable on lower boost settings, but keep the drag radials mounted up with anything above about 25 psi.
Fair warning, the NINJA-R comes on strong enough to build ALOT more torque than other turbo. Traction will be the issue, NOT lag.
Matching this nasty turbocharger to the 2JZ cylinder head is another one of our equal length tuned manifolds. The collectors have been engineered to preserve exhaust velocity and energy for feeding both turbine scroll passages. It is TIG-welded from thick Stainless Steel castings and fully ported at both the head flange openings and the collector area. A pair of 45mm Turbosmart HyperGate wastegates regulates the exhaust flow into the turbine. Each wastegate has a large dump tube connecting back into the huge 4” downpipe which is also mandrel-bent Stainless Steel. V-band clamps secure each connection for the wastegates and the downpipe.
On the cold side of the NINJA-R we have include a huge 5" mandrel-bent cold-air-intake pipe and a massive K&N air filter. The output side is a healthy 3.5" charge pipe fabricated out of mandrel-bent aluminum alloy and fully beaded so the included silicone reinforced silicone couplers will stay put under boost pressure. The main charge pipe leading up to the throttle body opening has a huge 52mm Turbosmart Bubba Sonic BOV attached via its TIG-welded v-band mounting flange. Each pipe of the kit has a set of Stainless Steel T-bolt clamps securing the silicone couplers in place. On duty to keep the charge temperatures in check is a mammoth-sized 5" thick air-to-air intercooler with a pair of custom-fabricated end tanks and 3.5" inlet and outlet openings. A fitting intercooler for such a turbocharger upgrade kit as this for sure.
Every single piece of aluminum in the kit from the compressor housing on the turbocharger to the intercooler piping is fully polished with our legendary ‘liquid-metal’ finish. This is just the way all single turbo kits should be offered. A compliment of Stainless Steel T-bolt clamps for the silicone couplers, a reinforced T-6 turbo gasket, a -10 A/N braided Stainless drain hose and silicone lines for the wastegate control diapragms fills out the kit.
Price $10,379.69 2JZSNR88-4/45
- RB ENGINE POLISHING GTR RB26DETT
Plenum - exterior polishing of surge tank - $329
Injector Base - including upper/lower coolant manifold & idle control valve assembly - $439
Individual Throttle Body Assemblies - $210
Valve Covers - $320
Coil Cover - $85
Front Upper Timing Cover - $125
Coolant Outlet - small outlet on intake manifold base - $45
Thermostat Housing - $45
Compressor Housings - pair stock T25/similar size aftermarket - $250
Turbo Outlet Castings - Y-pipe, adapter, rear outlet - $210
Turbo Inlets - $120 (pair)
Subaru WRX/ STI Turbo Upgrades
Subaru STI Bolt-on 580 HP Ball-Bearing Turbo Upgrade
Your Price $1887.61 S25STI-BB
- RB20DET Forward-Facing Sheet-Metal Intake Manifold
We have always had an RB20DET engine in the engine room here at Exclusive Turbosystems. They are silky smooth and love to rev. They can be tuned like the older small-displacement turbocharged Formula-1 engines which responded so well to cramming loads of boost past their valves until they make the power you want. For those RB20DET builds that are set up to be tuned well beyond 400 HP this is the right intake manifold to have bolted onto the cylinder head. Making strong torque, repositioning the throttle body towards the front of the plenum, and supporting the HP level associated with large turbo upgrades are the design elements essential of this modified intake manifold. RB20DET engines can be tuned to rev above 10,000 rpms so this intake manifold is the hot-ticket for keeping the cylinders fed a steady supply of air mixture when the pistons are pumping away so fast.
All of the aforementioned aspects are not easily attainable within one intake manifold design but we are not new to this at all. Looking at the factory manifold and taking some measurements of the runners we have found that Nissan took a somewhat odd approach to tuning the induction of the RB20DET engine. The runners are not only very, very long, but also have a generous cross sectional area. The centralized throttle body position usually means the middle cylinders receive the bulk of the airflow charge and the outer cylinder are starved somewhat but in and evenly distributed ratio from the center outward. Not so with this intake design. Because of the packaging of the brake booster in close proximity to the surge tank Nissan trimmed and twisted to 2 rear runners of the manifold in such a way for clearance that it they cause a lean condition in the rear cylinders. All of these aspects are addressed with this manifold we offer.
Our extensive study of different engine manufacturers intake manifold designs for inline 6-cylinder engines (of high performance engines and competition-tuned production based power plants like BMW Motorsports models for example) has shown that for a combination of sufficient runner length to support developing torque, and the best runner diameter for a healthy horsepower peak, a 10” overall runner length with a taper of at least 10 degrees is ideal. If the runners are longer than this the torque peak of the engine can be at a lower engine RPM but higher engine speed horsepower will suffer in a direct relationship to the amount of extra runner length added to the manifold design. With regards to the RB20DET, the runners are not only 1.5x this length but they are also mush larger in cross-sectional area than the cylinder head port without much of a taper at all except at the intake manifold to cylinder head junction. This results in a ‘lazy‘ air charge volume because it has a significant distance to travel within the cast runners without much aid from the supercharging effects of a proper tapered runner shape to boost velocity also global the way into the cylinder head. Our solution is to actually significantly shorten the runners to the ideal 10” length and to form a very distinct taper into the runners with each of these runners being exactly the same length from the surge tank to the cylinder head port. So now you will have a low-restriction airflow path which actually speeds up the air column as it goes through the runner on its way into the cylinder head port of the RB20DET. Even though the runner is shorter which can help keep velocity high, (by limiting the volume and therefore raising the velocity) in this manifold we use the taper of the runner tube to increase velocity WITHOUT REDUCING VOLUME, thereby efficiently boosting cylinder filling and torque. This is a much more effective way to tuning the RB20DET for higher outputs and better torque delivery throughout the RPM range.
For an absolute perfect fit onto the factory cylinder head this manifold retains the OEM mounting flange itself. This keeps the injector position exactly as set by Nissan and assures that it will fit ‘like a glove’. By retaining this portion of the factory manifold we also keep the cost lower of producing the manifold which we are sure is appreciated.
The surge tank of this manifold has a forward-facing opening for the throttle body opening and a tapered area being larger up front that reduces towards to rear cylinders. To achieve the correct balance of airflow being delivered to each runner from cylinder #1 through to cylinder #6 this is essential. Much testing has shown us which angle of reduction gives us the best result with this manifold. By fabricating the surge tank in a tall and slender form as opposed to a fat rounded shape as many other aftermarket performance manifolds, we are able to keep the runners straight towards the cylinder head port without having to curve them, which actually causes turbulence and added air friction within the tubes. If you look at the factory RB20DET intake manifold’s runners you will see that (from the injector port area and cylinder head mounting flange) they first curve downwards, then curve in the opposite direction upwards, while being twisted towards the center of the manifold. Everyone of these changes in direction weakens the air column momentum and reduces both volume and velocity. This plenum design helps to limit the change of direction which the air column has to make within the manifold to retain maximum efficiency and volume , especially at higher engine speeds such as what the RB20DET has the potential to operate at almost continually.
Inside of the surge tank we have added an important feature that helps effectively manages airflow into each of the runner tubes. The entry of each of the 6 runners is a bellmouth shape which smoothly transitions to the surrounding surge tank plate as well as into each runner. This area along with the entire interior of the intake manifold is meticulously ported and sanded smooth to promote the most efficient and turbulence-free air mass movement possible within the manifold. Just like all of our turbochargers, we insist on finishing each manifold with this work for the best possible results on your engine. While large panels of the surgetank are flat aluminum plates, a significant portion (especially surrounding the throttle body mounting flange) is hand-formed from aluminum into radiused panels which are TIG welded together fully for a smooth exterior shape that looks more like it was formed from a solid block of metal. Who says a race manifold has to look like a jigsaw puzzle put together with no thought of its final appearance?
To make this manifold much simpler to use on an RB20DET with the original idle control mechanism in place we actually have grafted it into the surge tank so that you retain it for control of the idle speed. Vacuum port fittings and even the PCV valve boss are grafted into the surge tank as well so that your connections are simplified. The coolant pipe located at the front of the mounting plate is replaced with a TIG welded aluminum tube to eliminate a problem with the steel insert corroding. all of the coolant pipes that run close to the throttle body and through the PCV valve mounting pad a welded closed to keep the manifold simple and to reduce weight, not to mention eliminate potential coolant leaks and the hassle of dealing with all of those tiny hose clamps. for a throttle body we have fitted a billet machined 80mm unit which is a nice upgrade from the much smaller factory unit of the original manifold. Each aspect of this manifold is designed to enhance the breathing of the RB20DET while simplifying the engine and reducing excess mass and clutter. This is a proper upgrade for the engine that adds a classy touch to the induction side of the RB20DET. To top it all off we have fully sanded the exterior of the entire manifold and polished to a high luster shine just like we do with our turbocharger compressor housings.
In summary, this intake manifold will be an excellent upgrade for your RB20DET whether it is a factory-spec engine or has a host of upgraded internal engine parts. It corrects the leaning out condition associated with the factory manifold design, adds at least 20% more airflow capacity to the cylinder head ports, expands the torque curve, and sharpens throttle response considerably. Loosing a few pounds from the engine weight is a nice fringe benefit as well. With the simple and purposeful look of this manifold you will proudly display your RB20DET like never before. Time to enjoy the same kind of attention that the GTR gets. Of course much depends on how much of your RB20DET is modified, but expect a healthy 30 HP gain which can be up to 60 HP and more more with cylinder head work (like fully ported on both intake and exhaust with upgraded camshaft profiles) and an improved valvetrain driving an upgraded turbocharger. Be sure to step up your fuel delivery and spark strength, this opens up a new chapter in response to your right foots flexing. Take note, this intake manifold unlocks quite a bit of breathing potential especially above 4000 RPM and delivers midrange torque that will have you smiling from ear to ear every time you use it to give the guy in the next lane fits. Time to check for flames coming from the exhaust...
Price - $1190.52
2JZ Cylinder Head Porting
Count on more than 25 years of porting experience to be an asset for you cylinder head tuning regimen. While there are many ways to customize the flow through the head ports and combustion chambers, we simplify the offerings with major porting levels. For those Supra owners looking to keep perfect street manners the first level works extremely well. The second and third porting levels are best applied to either road racing and Time-Attack builds or drag-race and mile course/ top speed runs.
Most of the aftermarket 2JZ intake manifolds are focused on generating high horsepower numbers. This is fine for dyno competitions, but these engines need TORQUE To accelerate the MKIV Supra like it really deserves. Our solution for the 2JZGTE engines is to aggressively modify the factory intake manifold to produce more horsepower and prodigious torque. How would you like a 2JZGTE that easily produces 800 FT LBS of torque when tuned to 1000 HP, how about 850 FT LBS? Got your attention? This manifold has good runner length as cast from Toyota, but the plenum volume and internal runner shaping need some attention to support what a highly-tuned 2JZGTE can really produce at the rear wheels. We take a 2-step approach towards achieving this outcome. The runners are ported and massaged quite aggressively, and the plenum is modified to incorporate a much larger surge tank capacity and improve the runner entries as well.
As far as the runners go, we open up the internal passages as you would expect but we take it one step further by making sure the entry of the runners is much larger in area than that of the factory casting to form a more pronounced taper. This increases the velocity of the induction airflow in all throttle positions and engine load points. We actually have to TIG-weld some additional aluminum onto the runners close to the plenum itself so that we can open up the interior and shape it to our standards. Of course the manifold will support higher airflow and the 2JZGTE will support impressive horsepower but it will now also be more responsive and deliver stronger torque because of improved cylinder filling efficiency. Each of the 6 runner entries is shaped into a bellmouth form to allow a uniform low-turbulence airflow path into the cylinder head. Anyone can graft on a larger surge tank (plenum) which will support higher HP, but even with ported runners it will not be the best solution without specific shaping of the runners to build a distinct taper and more efficient entries. Yes, we do shorten the runners to adjust the tuning of the intake manifold towards higher engine RPM ranges, but we only reduce the length by about 2 inches overall. This is crucial to expanding the torque curve by retaining the longer runner length close to the original Toyota design, while allowing for much higher horsepower potential once massive amounts of boost are introduced with tuning. The shorter runners are also a more direct path to the cylinder head because we don’t have the runners curving backwards like the factory casting. This is another important detail that improves induction efficiency both on, and off boost. All of these and subsequent improvements will enhance engine efficiency and will bring the turbo up to speed faster as well.
Surge tank modifications are extensive with this manifold. It is larger by about 40% in volume and has a tapered shape to feed the 6 runners equally from the front to the rear. Our design goal is a better balance of cylinder filling and port velocity improvement with or without boost pressure. The runner entries are formed with built-up aluminum material on a plate which is welded onto the runners themselves of the ‘upper’ manifold. This allows us to expand the opening considerably into the desired entry shape. These bellmouth entries are the hot-ticket for getting air into each runner without adding turbulence and aerodynamically efficient. Throttle response is so good with this manifold that you will fall in love with your 2JZGTE all over again. The larger surge tank will feed those runners a larger volume of air easily so that 1000 HP+ tuning will be easier to achieve. The plenum itself is fabricated from many hand-formed aluminum panels which are TIG-welded onto the runner bellmouth plate and throttle body flange. We incorporate the factory idle control mounting pad and vacuum ports for the brake booster and other engine controls so that you can have a true upgrade without much hassle for fitment. Much effort is invested to making each weld of the factory casting pieces blend in with the sheet-metal aluminum panels on the plenum. All of the interior is ported and smooth. From the throttle body flange to the rear of the plenum is sanded uniformly smooth. This is no grafted-on-metal-box plenum, instead each manifold is hand-crafted to fit your layout. The throttle body flange can be the OEM Toyota casting pattern or a larger opening for a 90 mm or 100 mm throttle body if you’d like.
After all of the metalwork is done to shape the runners, the entries, and the plenum, and the TIG welding is complete, the entire manifold is sanded smooth. The exterior is polished to a high-luster finish that is sure to turn heads. That’s the plenum surface, and the runners too. This treatment has made quite an impression on the Supra community throughout the years and we are proud to continue producing the ‘liquid-metal’ look for this manifold.
This ‘2JZ ALIEN’ manifold is really the best overall solution for tuning the 2JZGTE induction for torque. This will allow you to enjoy better engine response and turbo spool-up even at modest boost levels. With larger turbocharger upgrades you will really be quite pleased with the improvement in torque and acceleration. Since we are using your manifold as a base, the original fitment on the cylinder heads is retained as well as the lightweight attributes of the Toyota casting, and much of the original engineering that was invested in the design. The World-Class presentation of this hand-formed, custom-modified upgrade manifold is a nice bonus added to the performance.
Price - $1,486.88 (OEM throttle body opening) - $1,554.75 (Larger 90/100 mm TB flange)
This is the 'ALIEN' intake manifold for the Toyota 2JZGTE 3.0 Liter DOHC turbo engine that gives the MKIV Supra incredible torque output potential. We have modified the factory Toyota manifold significantly to offer the best velocity characteristics for generating massive amounts of grunt from the 2JZGTE. Incredible midrange and engine responsiveness is this manifolds forte, perfect for building gobs of torque for moving the (Supra) down the road and the track much faster than a manifold which has short runners.
RB20-R Individual Throttle Body (ITB) Intake Manifold
Three letters can explain so much... With the letters ‘ITB’ everyone knows immediately what this manifold is all about. The ultimate in throttle response and power in one package. It would be easier to count the engines that don’t have an ITB intake manifold on a road course race track than it would be to count all of those that do. It is widely known that these are the ultimate induction systems for competition engines and absolutely beastly on the streets. A good portion of the GTR’s success on the track is owed to Nissan fitting the RB26 with one of these manifolds and that is a known fact. Time for the RB20DET to have the same advantage applied to its tuning package. Surely this will become one of the most popular modifications used to bust wide open the potential locked away inside of the RB20DET and we are very pleased to offer it to the discriminating RB20 enthusiasts everywhere.
This intake manifold option is reserved for the best built RB20 engines out there. With some fairly aggressive camshaft profiles, upgraded valvetrain components, and cylinder head porting, you can expect incredible engine response, shocking midrange, and eye-opening top-end power. Six 50mm throttle body plates see to that. Each of the runners has a distinct taper beginning with a generous opening over 55mm wide narrowing down to a 40mm port profile at the cylinder head flange. This tapered profile of the intake manifold runner boosts velocity of the air column traveling within the tube. A ‘supercharging effect’ rams more air molecules into the cylinders than would normally be drawn in through a straight runner tube, even without boost pressure being involved. Having the benefit of a turbocharger feeding pressurized air into these runners leaves no chance for the valves to be limited in the amount of air/fuel mixture available to pass by as the camshaft pops them open. Coupled with the individual throttle plates within each passage, this yields unparalleled responsiveness to the driver’s right foot.
Price - $1792.62
This is going to rock the RB20 fans all over the world what we are about to offer to them. In short, these engine packages and turbo-systems are no-holds-barred tuning platforms that put a smack-down level of power out from your RB20DET engine. No longer is this the ‘entry-level’ Skyline engine option. This brings world-class levels of power, high RPM levels, and gutsy torque to the RB lovers out there. Yes, you’ve read that right, you know the last part, about the torque. Actual GUTSY torque like you’ve always dreamed of having. So prepare yourself for a new approach to tuning the RB20 engine. Your block, and your head, turned inside out and reworked, to bring out the fire that was always within the RB20, just a little ‘quenched‘ when It left the factory in Japan. Prepare to be the envy of those around you, even GTR owners.
Since we have such respect for the humble RB20DET engine here at Exclusive Turbosystems we have spent an enormous amount of time studying its construction, design, materials, and specifications, to find out how we could unlock its potential. The cylinder head of these engines is a bottleneck to the breathing of what those tiny pistons are trying to injest. The owner of this company having first ported a cylinder head in 1990, so we know a few things about getting cylinder heads to flow better for our clients. Our approach to the RB20 cylinder head is one of tuning it for better cylinder filling with improved port velocity and also for supporting higher airflow volumes at higher camshaft specifications. With the intake manifolds it is an extension of this tuning with runners which boost air velocity moving towards the intake valves while supporting ample volumes of air movement at the RPM levels which the RB20 is capable of sustaining. As far as turbocharger upgrades go, we unleash packages of highly effective manifolds with excellent exhaust gas flow at consistently strong pulses of high-velocity, combined with our most responsive and durable turbochargers which can carry the RB20 all the way through its impressive rev range with impressive power. The cylinder block itself has been tweaked to take advantage of the benefits of a short-stroke design and been enhanced with several modifications to reduce internal friction for higher peak RPM efficiency and promoting better torque output as delivered to the flywheel.
Whether you approach your tuning of the RB20DET from a slightly tuned up aspect or a full-race build sheet, we have committed our resources to offering you a premier selection of components to deliver what you have envisioned, in style.
RB20-R Engine Package
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Price - $
RB20-R Twin Turbo System
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Price - $