KE70 SR Coupe
2004
KE70 mainpage - 2006 updates
2005 updates
2002/2003 updatesProgress updates 2004... latest at top
03.11.04
heh GM drag day was fun but not when times are slower. did beat previous top speed which is now 15.44 @ 150km/h but best et on the day was 15.32 @ 144km/h. couldn't get any consistency due to many reasons. clutch seems a little better now tho was hampered by 2nd gear probs =( had a bit of a skid at the days end too... 3rd gear line lock is a first for me! yeeha
30.10.04
Been a while... ke70 back on the road after a 2 week mish to tidy things up. haven't done bugger all since putting regn on exemption. but with help from karl we peened/lipped the rear wheel arches for better wheel clearance with the ms112 crown F series 1470mm wide diff. Entered D1NZ round 5 at manfield and managed to get wof/regn friday 5pm the day before.. mad rush to get F series back in and car stripped out and loaded up for the trip down. left finally at 2.30am and turned up 8am just in time for scrutineering. crazy shiz i tell ya. had quite a bit of difficulty with understeer even with near new dunlop race slicks on the front. first couple track runs didnt have much luck but the third was a little wet and managed some ok drift runs. further drift is pretty pointless without fixing my front camber probs, replace the locker and reduce some weight in the front. Picked up an RN41 complete hilux diff last weekend. These are narrower than the later 8" versions and measures roughly around the 1420mm mark (drum 2 drum) sim to the te71 diff. saves me shortening the hiace 1470 wide diff as i prefer to run at least 7" wide rims on the rear and the wider diff doesn't allow em to fit even with the peened arches. cant wait to get hilux diff mounts done, convert to disk and install the lsd!! entered the import skidfest at Manukau (mad mish back to auckland) the day after round-5 and swung some O's. clutch still slipping from last drag day so kept linelocks to a minimum but happened to damaged 2nd gear in a missed change. Have a GM enthusiasts club/club-k drag day at meremere tomorrow so may destroy the box completely.. heh heh we'll see. 3tgte on last legs so rebuild is going to be a 'have to do' rather than want to do.
05.04.04
Have fitted 65mm (2.5") exhaust which has coby resonator and 'super turbo' muffler... so is basically a straight thru system. It's a bit loud whilst driving tho. A quick blat showed it was boosting 0.8 bar! (less exhaust back pressure added another psi of boost) so off came the wastegate actuator spring (too much boost for non intercooler). But surprisingly with no wastegate trickery is still boosts 0.7bar and creeps up to at least 0.8 bar at higher rev's so if i had the fuel cut pressure switch connected it would be cutting out! all from a larger exhaust? Personal impressions are that it goes harder, rev's higher and is more powerful now than it ever was with corolla exhaust + boost tap. 14's here we come =) Managed to hole my te71 radiator! the 3tgte clutch fan extends further forwards than the te71 2tgeu fan and is pretty close to the radiator.... somehow a blade clipped the lip of the bottom tank and gouged 3 cores out! was lucky to be pulling into a mates driveway. have replaced it with an old modified tt141 corona radiator for now. Have had the hilux G285 4.3:1 lsd head rebuilt with GX81 cressida irs G315 3.9:1 gears and lsd. the internals swap over =) Steelie Gears did it... and apparently my hilux diff head had the low-load side bearings which are found in 20% of hilux's. The usual hi-load hilux diff bearings have more taper on em and handle more power and stay within spec for longer... so im told? I'm yet to do the diff mounts and caliper brackets on the hilux diff so don't have time to install it before D1NZ round-01 2004 on Easter friday Pukekohe.
14.03.04
Ran ke70 at the very last of the nitespeed dragwars season at Meremere... first pass was 15.2sec at 148km/h, 2.4sec 60', so theoretically a 15.0sec 1/4 should have been run on a better launch. 2nd run was 15.4 but backed off because air/fuel meter read 'lean'. stupid me didn't have the engine warmed up enough to get the O2 sensor hot =( only had two runs due to massive amount of entrants and no wins. Matt G beat me in his ae86 4age turbo with a 13.3sec 1/4, so well deserved! was annoyed at lack of runs on the night so entered the burnout comp and swung a few O's.. clutch slipping pretty bad in 2nd gear so no braking or linelocks could be done =( ah well.... it was fun =)
07.03.04
ran the 3TGTE on the Torque Performance's dyno with a 118kw (158hp) & 380Nm (optimistic)? at the wheels power output on 10.6psi (0.73bar) non intercooled with pod filter and upgraded fuel pump, 3.9:1 diff ratio and run in fourth gear (w55). running very rich at 10.1:1 air/fuel ratio. big flat spot in midrange evident. extra boost was created with a steel tube fitted in-line with the wastegate actuator hose with 4x 1mm holes drilled into it. this only raised it to around 8-9psi (0.65bar). so I've also added a spring (brake pedal return spring) onto the wastegate arm to hold it shut for longer which resulted in approx 10.6psi (0.73bar) (measured at 125km/h in fourth gear). something to improve on!!! need BOV because compressor reversion(?) can be heard when backing off throttle under full boost. "fffwitchssss". The week before dyno day i managed to break another 'T series disk brake' axle which i then drove home on (15mins drive) resulting in a broken diff bearing too due to the axle banging around inside. So shortened a spare ma45 axle by 7mm(ish) on the splines. Welded up the ma45 T312 diff head and installed. For some reason the axles stick out roughly 1mm past the housing than with the te71 diff head so i've used some extra steel shims to pack the caliper backing plate out. is not good thing to do tho, so only temporary. Sunday 7th i joined the Club-K crew in a grasskhana event at Kawakawa bay held by the GM club. excellent fun! 14 or so starlets and corolla's turned up compared to 5 or so holdens =) heh funny but great fun and beaut weather!
02.02.04
whoar 3tgte rocks! D1NZ round 6 (final round) was hell wet. must have had the perfect tyre selection for the day too. finally got some new tyres for the new 15x7 mesh mags.. 195.50.15 Dunlop Formula FM901's and they're wikked in da wet! Grid-II were good but these are better. (getting a taste for bling tyres here). first practise session for the day just bowled out onto the track not knowing what will happen and busted some phat full lock drifts time after time without spins... loved it!!! was a bit worried as to how the new engine and tyres would go but no worries there =) front shocks are stuffed so it was a bit sloppy. Had a mad rush the week leading up to get it running... finally got the KE70 running and on the road on friday 30th... got new tyres fitted and wheel alignment. D1NZ the next day!! wasn't keen on running the 2tgeu fuel pump so swapped in a GX61 1G-E pump that night... it ran fine til petrol started pumping through it, then it decided to die. F#@&in B*tch! takes about an hour to swap the pump but by that time it was 2am =( my last option was to pinch the 5ltr v8 pump from the KE25 SR. managed to rig up the different hosing and wiring.. and the 3tgte ran better than it did with 2tgeu pump!!! probly running lean previously? got less than 1 hr sleep, doh =( can now hear the turbo spooling up and a definite internal wastegate howl =) The 3tgt is just how people describe... smooth boost transition (factory setting), pretty laggy tho. feels like a torquey 2tgeu below 3000rpm. boost comes on in different rpm's dependant on load and gear selection. usually full boost around 3500 but sometimes 4000 or as low at 3000 in 4th & 5th gears. turbo upgrade would sort that =) noticed if I floor it at low rpm's it doesn't boogie like it would if only moderately accelerating before boost comes on tap then mash the gas. Noticed it ran rich when accelerating out onto the straight in third gear with pretty high load on engine but before boosting... just wasn't there... backed off a bit then back on and away she goes. weird! I'd be quite happy keeping the engine standard like it is through the next season as there's enough power to drift competitively... need better cooling systems though. average cond TE71 radiator needs upgrading. top end power seems like its tapering off and probably due to the standard 1.7/8" TE71 exhaust (I was forced to use for time being). eek. yet to connect heater and other dash related accessories.
25.01.04
Have put T series disk brake locker back in along with RT116 driveshaft for round 6. I picked up an MA45 mk1 Celica/supra T series disk-braked diff which I've pulled an axle out of and shortened the splined end by 7mm to fit into the TE71 diff. (they're wider). After previously selling my spare axles hell cheap I can't source any more... murphy's law! Managed to remove the broken shaft end from the locked diff head so that was cleaned up and reinstalled. Am running the complete TT142 loom! Surprisingly the corona engine bay wiring is a match for the te71. Most things are so similar that I've been able to mix and match parts without modification. The steering column controls plug in and the 3tgte ecu bolts in the original 2tgeu ecu's position. The guage cluster is different tho. I've had to de-pin the tt142 dash plugs and swap em into the te71 guage cluster plugs. I used the te71 tail light and fuel pump wiring also so re-pinned the plugs to make it all work, very time consuming! The TA63/TT142 coil mounting bracket will bolt in with a little bending and fits nicely between the ke70 washer/radiator bottles and r/h strut tower. Have removed the charcoal cannister and poked the remaining pipe into the chassis rail like a ke25 does (temporarily). Don't think its safe to do this so near to a turbo so will re-route the tank venting tube to intake side later for safety reasons. I've used the TT142 factory dump pipe which is 2". It is also quite similar to the te71 exhaust system (1.7/8"). I cut the downpipe part and turned it a little then welded up again, then cut a V out of the tight bend before the flange to straighten it out which now lines up with the te71 flange. The 3tgte exhaust flange needed about 2-3mm slotting inwards on the bolt holes but otherwise fits up. So I'm running the std TE71 exhaust for now until I can afford a decent mandrel bent 2.5" or 3" system. The oil system on early 3tgte requires a front mount oil cooler which I already had setup on the 2tgeu. The top radiator piping is tight if using the 3tgte intake pipe. It requires a tight 90' bend off the radiator, I then bought a stainless pipe joiner and connected it to a shortened 3tgt top hose. This setup still contacts the 3tgt intake pipe so a modified radiator top outlet would be better. The 3tgt bottom hose fits well with a little shortening on both ends. A better setup (I started to do this but ran out of time) is to move the air/flow meter to the l/h side with the battery moved to the boot. The std 3tgt intake pipe can then be removed which makes a lot more room between the radiator and engine. You'd have to extend the afm plug and make new intake piping. the cam breather then needs connecting up which could have an oil catch can installed. When using the afm on the l/h side there's very little room to mount a normal pod style filter, but those mushroom shaped ones will. I found that the m-eu and m-teu 2ltr 6cyl engines have the perfect adapter to fit the 3tgt afm to the 60mm intake piping which is as short as physically possible. The good thing with this setup is a 2tgeu thermostat housing and the TE71 2tgeu top radiator hose can be swapped in which is a perfect fit! I'm currently using the std 3tgte intake pipe with the shorter m-eu adapter and Wildcat mushroom style pod filter with Wildcat afm-to-filter adapter. The 3tgte clutch fan sticks out from the engine more than a 2tgeu to clear the extra water piping around the thermostat area and therefore has less clearance to the radiator. The factory TE71 radiator has about 15mm clearance... so electric fan is advisable. The 2tgeu fan will bolt up tho and could be used if the blade tips are clipped for a little clearance on the thermostat hoses. I've used the TE71 heater hoses with the only modification being the hose off the back of 3tgte head which points up instead of out. I'm going to have to make a conversion page for this one.... eventually. =P
Thanks Tup for all the help you've been giving! much appreciated =) thanx also to ed, nayray, adam and tom!
24.11.04
Argg not gonna be finished in time for D1NZ round 5 =( 3tgte is now bolted in using the tt142 3tgte engine mounts with te71 rubbers. The mounts have the same dimensions as te71 so it all lines up. the difference is some te71 mounts aren't gusseted. The l/h side has two xtra bolt holes along the top to fix the turbo bracket onto. Replaced all the gaskets around the turbo and oil system, along with the cam cover gasket and new spark plugs. (bought genuine head gasket set from Toyota, part# 04112-28031 for oil-cooled turbo version). Am still using the modified ta63 gearbox x-member and yet another w55 from an SA60 Celica. but this time modified the shifter so that it comes thru the tunnel in the factory (t50) position. I have the w55's rear-most shifter position which meant I originally needed to move the shifter/handbrake console rearwards to allow full gear-shift movement. What I did to correct it is turn the shifter around 180deg then bend the top kink rearwards again. The fuel system hooks up easily in std TE71 efi configuration. 2tgeu external electric fuel pump will need to be upgraded. Depending on power output, the fuel lines may need upsizing in future also. Modified the ta63 accelerator cable using the te71 pedal stopper bracket, then cut the ta63 cable 'firewall mount' holes wider to fit the corolla firewall as they're a little out. The ta63 cable is slightly longer but works fine when sitting above strut tower. thanx to Tom for your help =)