Unlike the 3S-GTE MR2's, the 2JZ-GTE responds well to things like SAFC's, HKS VPC's, etc because of the relatively flat timing maps in the stock ECU, so altering airflow or MAP values by scalar percentages to adjust injector pulsewidth doesn't cause catastrophically advanced timing & murder the engine when boosting at part throttle, as it does with 2nd gen 3S-GTE's. But if you want to run E85, or want to push the very limits of things on pump gas, etc, a standalone is ultimately what you need.įor your build and goals, I think a piggyback is perfect. If you understand the piggyback you're using and its limitations, and your build doesn't exceed those limitations, they can work wonderfully and maintain OEM-like reliability with things like cold starts, hot starts, road trips, etc. and what about the stock transmission i think its a A340E transmission if im correct, what's their limits and anything I should do about them.Ĭlick to expand.Depends on the piggyback and what you're trying to do with the car. Mines ecu - not sure if this is the right choice.Ĭan i upgrade my injectors on the stock ecu? without the car bucking and running like complete a$$. Now tell me where i'm going wrong with this. I was gonna start with BPU's but not sure how many whp I will get on a j-spec motor. I want to achieve around 450Whp but don't know where to start Sadly it's the JDM verison so yes its got the smaller injectors (440cc) and smaller intake cam and ceramic turbos. Id love to see 450-500 wheel or somewhere around there out of this 2jz-gte I always loved GS300/400 so I decided to buy a 1998 Toyota Aristo Twin Turbo vvt-i I love my MR2 but i enjoy driving it daily and its my baby so I decided to leave it as be. I have a 1991 MR2 Turbo - I did a 12.7 in 1/4 mile with it completely stock besides full 3 inch exhaust/intake/3 inch downpipe/ and a mbc PSI Old account when I was window shopping from a while back.īut i'm going to try to be an active member now.
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