#Toyota Aristo reliability

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Toyota Aristo: A Lenda dos Sedãs de Luxo

O Toyota Aristo é um veículo que conquistou fãs em todo o mundo, conhecido por sua combinação impecável de luxo, desempenho e tecnologia avançada. Este sedã japonês, que serviu como base para o Lexus GS em mercados internacionais, tem uma história rica e um impacto significativo na indústria automotiva. Neste artigo, vamos explorar a trajetória do Toyota Aristo, seus modelos, especificações e a…

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THE TOP 10 VEHICLES IN THE CARIBBEAN: ARUBA AND CURAÇAO

It is said that travel forms youth. For car enthusiasts of all kinds, they help to strengthen their automotive culture, because when you leave North America, you discover creations that you don’t even know exist.

As you can imagine, we wouldn’t miss the opportunity to bring you back some pictures of models seen during a visit to the Caribbean in February. On the menu today, the second of two galleries that present you with different realities.

1 – 1975 Chevrolet Monte Carlo

American cars are very rare in the Caribbean and the people met there do not always have explanations to justify their presence here and there. The most likely answer comes from the fact that they were probably imported by North Americans who moved there at one time. Considering this, it is quite incredible to find this 1975 Chevrolet Monte Carlo still in working order.

2 — Toyota Opa

The Toyota Opa was produced for the Japanese market from 2000 to 2005. When we saw this car, we had the impression that we were looking at an older generation of the Toyota Matrix. By carrying out a few checks, this impression was confirmed. In fact, the Opa was replaced by the Toyota Voltz which took over the exterior of the Pontiac Vibe, the cousin of the Toyota Matrix.

3 — Great Wall Haval M4

The Chinese company Great Wall is little known on this side of the planet, but it is quietly making its mark elsewhere in the world, mainly in emerging markets. The Haval M4 SUV made its debut in 2012, but changed its name in 2014 when the firm gave birth to the Haval sub-brand. As a result, this product is now called the Haval H1.

4 – AMC Hornet

You don’t have to be in a hurry, it is indeed an AMC Hornet that we saw on the island of Curaçao. The photo was taken while we were on board a coach. Once we got off, we tried to go back and take more pictures of the car, but it was no longer in the same place. In her case too, we can guess that it was imported to the island by one of its owners from North America.

5 – Chevrolet Silverado

The same goes for this Chevrolet pickup that has seen better days. It still seems functional, however, even though it still seems to be used as a work tool.

6 – Volkswagen Beetle

No matter where you set foot on the planet, you are sure to find a Volkswagen Beetle. These are not plentiful on the island, but we have seen a few of them. Here, the specimen seems to be abandoned or, if you wish to see things in a more positive light, in the midst of a complete overhaul.

7 – Volkswagen Amarok

The Volkswagen Amarok is often mentioned in our pages when talking about vans that are offered elsewhere in the world. No doubt, this model could be a huge success here, but for the moment, the German firm has decided not to offer it on our markets.

Ironically, we can see the name Canyon on the side of this model, the same as the competing model at Chevrolet. It is in fact one of the six versions of double cab models proposed by the manufacturer.

8 — Kia Picanto

The Picanto de Kia can be seen everywhere on the islands of Aruba and Curaçao. Produced since 2004, this subcompact looks like an SUV, but that’s actually due to its higher roof. Its dimensions are smaller than those of the Rio, which is marketed here, if that gives you any idea.

9 — BYD F0

The Chinese company BYD (Build Your Dream) has proposed the F0 (F Zero) sub-compact from 2008 to 2015. The model returned to the index in 2019 in electric form. As for its size, it has to cope with limited space, since the length of this car is not even 3.5 metres.

10 — BYD F0

At the back, there is a rather elegant design. You could even draw a parallel with Volvo’s C30, which has certainly influenced designers.

11 — Ford F-350

This is an unusual use for the Ford Super Duty, at least in our country.

12 — Lave-auto

What does a car wash look like in the Caribbean? Here’s the answer. In fact, when the weather is fine most of the time, there’s no need for a sophisticated car wash system.

13 — Suzuki APV

The APV (All Purpose Vehicle) was launched in 2004 at Suzuki. A van version is even offered from its chassis. It’s forgotten because the brand has disappeared at home, but Suzuki plays an important role in many markets by offering reliable, practical and affordable creations.

14 — Hyundai Atos

The Atos is a city car offered by Hyundai in South Korea, as well as in some Asian markets. It was marketed between 1997 and 2014 by the group, but in many places it was replaced by the i10 model in 2007, a cousin of the Kia Picanto that we presented to you earlier.

15 — Toyota Fortuner

The Fortuner SUV is assembled on the platform of the Hillux van which is offered elsewhere in the world by the Japanese manufacturer. The vehicle is very successful on certain markets such as Egypt and Argentina. It can be configured with three rows of seats.

16 — Toyota Aristo

A Lexus GS? You’d think so by looking at the face, but it’s actually a Toyota version of the model. Between 1991 and 2005, the one known under the Lexus banner was in fact marketed as a Toyota within certain markets.

17 — MG6

In North America, when we think of a GM, we imagine a roadster from the 60s and 70s. However, the brand, now Chinese, still offers vehicles, including this pretty compact sedan named MG6.

18 – MG6

The model has been offered since 2010 in China and the UK, but sales have been rather low there, so the second generation has not been introduced there. It’s the one in our photo, which explains the left-hand drive position for the Chinese market.

19 — Toyota Rush

Generally, it is Toyota that supplies vehicles to smaller brands. Here, the opposite is true, whereas this Toyota Rush is in fact a Daihatsu Terios. Before 2007, the model was known as Cami at Toyota.

20 — Toyota Rush

Si le design de l’avant laisse à désirer, il faut avouer qu’à l’arrière, ce n’est pas laid. Notez la présence d’une Nissan March à droite, celle qu’on a connue sous le nom de Micra chez nous, mais sous une forme plus récente.

[smoothshift]

(JDM Experts) Help me find a decently reliable 500hp (Crank) Build via /r/cars

(JDM Experts) Help me find a decently reliable 500hp (Crank) Build

I've been dreaming about this JDM toyota aristo, probably a 2001.

It's been on my radar for a while.

The toyota aristo comes with a 2JZGTE engine/same as supra.

My question is, What is the best thing I can do to go from 280hp-450hp in my aristo.

I did try and look at supra builds but I am just assuming there are different things to note, as its a different car.

Might be apparent but Im not the best at car knowledge yet, Still learning.

[bestcaritems]

Watch a 2JZ engine teardown and learn what makes them so tough

https://bestcaritems.com/?p=7136&utm_source=SocialAutoPoster&utm_medium=Social&utm_campaign=Tumblr The 2JZ inline-6 engine from Toyota is a legendary powerplant within the automotive community, but why? A new video dives into the engine’s internals and explains what makes it so ideal to make big power on stock internals. The video comes from Papadakis Racing and the engine is basically the engine that came in the previous Toyota Supra. It’s actually from a Toyota Aristo, what the U.S. knows as the Lexus GS, and features variable camshaft timing on the intake. The majority of the video basically shows the process used to tear the entire engine down, but in the process, we can see what makes the engine so special. We can thank Japan’s bubble economy for automakers making these, frankly, over-engineered engines that last incredibly long. Foremost, the 2JZ engine is a cast-iron block and a closed block, which makes it incredibly tough to begin with. Inside, the engine uses bucket-type lifters, which don’t fit larger camshafts really well, but they’re incredibly reliable. There aren’t nearly as many moving parts as a rocker arm setup, for example. When the head comes off, the head gasket itself looks pretty good for an engine that’s been around for over 20 years.  Part of the reason is that Toyota fitted the 2JZ with very strong head gaskets and that closed block design. There aren’t water ports around the cylinders, which makes the cylinder extremely tough. That’s why tuners are able to push tons of boost and lots of power from the stock internals. The head gasket itself is a multi-layer gasket with three layers of steel. The design helps seal the cylinder very tightly and helps keep the gasket from blowing. The rest of the video is pure zen for the mechanical types, so sit back and enjoy the teardown above. Via MotorAuthority

[itsworn]

Three Ways to 1,000 HP: LS vs. RB vs JZ Swap Info

Brand loyalty in engine choices is becoming less of a concern as time goes on. Largely driven by a pursuit of boost, three of the most-swapped engine platforms we see in drag racing, drifting, and time attack are the LS, 2JZ, and RB26—they’re the do-all powerhouses for their respective brands. While we’re deeply familiar with the LS family, the RB and JZ engines are new territory for many. These Japanese straight-sixes came out of Japan’s real muscle-car era, the 1980s to 1990s, and share a lot of similarities with the LS in their respective roles as budget-friendly solutions for 1,000 hp.

Nissan RB Series If you’ve played Gran Turismo, you’re already familiar with the RB26 and its brethren. The heart and soul of the early Nissan Skylines, the RB series was pumped from Yokohama, Japan, between 1985 and 2004. These straight-sixes range from 2.0L to 3.0L and get a little displacement enhancement with factory turbocharging. The RB nomenclature is very easy to decipher: RB is, of course, the engine family; the second number refers to the displacement; and you’ll find tech details like whether it’s dual-cam (D), fuel-injected (E), or carbureted (S) and whether it has a single turbo (T) or twin turbos (TT). For example, the RB26DETT from the 1989–2002 Skyline GT-R would be a 2.6L, dual-cam, fuel-injected, twin-turbocharged combination. Their cult status is well-earned in the Skylines, but what about as a swap motor candidate? This is why we grabbed Kostas Tatsis of Australia’s Croydon Racing Developments (CRD), a shop that specializes in the Skyline and RB platform with several records down in the 7s with little more than a Turbo 400 and a fistful of boost. For the most part, we will focus on the RB26 and RB30, as they’re the most commonly used blocks.

Common Donor Vehicles: 1985–2002 Nissan Skylines, 1986–1988 Holden Commodore (VL) Displacement: 2.0L (122 ci) to 3.0L (182 ci) Horsepower: 200–325 Torque: 230–290 lb-ft Bore: 3.07 in (78 mm) to 3.38 in (86.0 mm) Stroke: 2.74 in (69.7 mm) to 3.34 in (85.0 mm) Block: Cast iron Cylinder head: Aluminum, 24-valve overhead cam Dimensions: L: 33 in, W: 26 in, H: 28 in (approximate with turbos) Weight: 550–600 lbs (approximate with turbos)

We never got Nissan’s “Godzilla,” as it became known, but they were notorious in Australia. “They were racing at Mt. Panorama in the 1990s, and I think that’s where the cult status came from. They actually banned them,” Kostas recalls. “They were just too quick. They kept trying to restrict them, but teams kept raising the bar on the RB—and with AWD, you can throw big power at them and they’re streetable.”

With more than 30 years in the field, he mentioned the first bottleneck in horsepower for the RB is its turbo and fuel system. Most of the factory units max out around 14–15 psi, and the later ceramic-wheel-equipped turbos will live very short lives at elevated boost levels. You’ll find around 330–350 hp at the wheels before the stock fuel system is stretched thin, but according to Kostas, “Most people skip half of that and go straight to a bigger single-turbo and do a heap of work at once.”

The main issues are with the rotating assembly: first is that the factory oil pump lacks the volume needed at higher rpm (or was outright defective, as in earlier RBs), and second is that the cranks are not as stable as their counterparts from Toyota—though the aftermarket has healed these wounds for Achilles. With a billet crank and a larger, higher-volume oil pump (and an additional oil restrictor to the head, maintaining pressure in the crankcase), they can live above 1,000 hp with few worries. Stock cranks can manage 1,000 hp with a carefully balanced rotating assembly, but durability is a concern.

The major limitation of the block isn’t the displacement of the cylinders, but the actual internal clearances for stroker rotating assemblies. “There’s not enough room in the block for aluminum rods,” Kostas says. “But we spin these things to about 11,000 rpm with steel H-beam rods in the 3.2—they definitely love to rev.” Australia’s Bullet Race Engineering has produced a billet block with room for bulkier al-yew-mini-um rods.

For the average builder, though, stroker combinations are popular. The RB20 is small-bore at 78 mm, but the RB24/25/26/30 share the same 86mm bore with strokes ranging from 69.7–85 mm, meaning that each foundation has room to grow. “Ninety-nine percent of the big-power stuff is all 3.2L, but we’ve started to see a big rush of 2.8s again,” he says. The 3.2 is a combo that utilizes the RB30 block from Holden, which carries an extra 40mm of deck height, with the Nissan RB26 head. “Really puts them on the same ballpark as the 2JZ with similar displacements,” noting the increased low-end torque is welcome.

Our pick? Grab one of the cheaper RB25DETs and a 2.8L stroker kit (Kostas recommends Nitto Performance Engineering) with all the right reliability mods, and have a ball. Something like this would be a riot in a Datsun 240Z or a 510—or maybe a 1967 Ford Mustang fastback.

Toyota JZ series While we’re all cheering for 1,000 hp on stock-bottom LS engines, the Toyota Supra’s 2JZ has been churning four-digit numbers on the street even before Brian owed Dom a 10-second car. With factory turbocharging and seven main bearings, it didn’t take long for the Supra to gain a notorious reputation in Japan for measuring horsepower by the Richter scale. In later years, the U.S. import invasion reignited interest in Toyota’s tower of power, as it offered a big improvement in displacement and strength over the venerable four-banger found standard in most Japanese sports coupes. We met Jay Meagher during Drag Week 2016, when he placed third in Super Street Small-Block Power-Adder with a stout 8.277 at 163.272 mph. He runs Real Street Performance out of Sanford, Florida, specializing in Supras while keeping his doors open to most any late-model speed.

Common Donor Vehicles (Toyota JDM counterpart): 1993–2004 Lexus GS300 (Aristo), 1999–2005 Lexus IS300 (Altezza), 1991–2000 Lexus SC300 (Soarer), 1993–2002 Toyota Supra Displacement: 2.5L (152 ci) to 3.0L (182 ci) Horsepower: 212–276 (underrated) Torque: 209–330 lb-ft Bore: 3.38 in (86.0 mm) Stroke: 2.81 (71.5 mm) to 3.38 in (86.0 mm) Block: Cast iron Cylinder head: Aluminum, 24-valve overhead cam Dimensions: L: 33 in, W: 31 in, H: 27 in (approximate with turbos) Weight: 595 lbs (approximate with turbos)

Jay is not shy about his views of Toyota’s 3.0L straight-six: “I think the 2JZ is the Japanese small-block Chevy. They’re an incredibly viable option and incredibly affordable to hot rod.” The engine was prolific in Toyota and Lexus applications, though we only saw its purest turbo versions in the Supra. Out the gate, Jay recommends buying a USDM or JDM 2JZ-GTE with factory turbocharging if you can. You can find the naturally aspirated 2JZ in 1990s to early-2000s Lexus GS300s, IS300s, and SC300s. Without cracking them open, they can handle 500–600 hp with a turbo, but by the time you’ve gone through one to prep one for the venerable 1,000hp mark, you would have saved money starting with a turbocharged variant that carries most of the hardware already.

The internet is full of rumors about which source of one is best, but regardless of domestic market (U.S. or Japan) or inclusion of variable-valve timing (VVT), Jay mentions they’re all equally capable with the same supporting mods. In fact, the VVT reduces turbo lag significantly, if you need low-end response (road racing or drifting, for example).

We’ll get to how easy it is to build power next, but first the oiling system has to addressed. Simply put, Toyota never intended it to rev as high as what racers needed.

“If you’re going much more than 8,300 to 8,500 rpm, and you don’t have money for a dry-sump, then you should use an aluminum rod,” he says, in addition to an upgraded oil pump. Aluminum rods simply stress the rotating assembly less, saving the bearings as the 2JZ reaches for five-digit rpm numbers. Camshafts and springs are highly recommended, but take note to order a factory set of 3S-GTE valve shims and buckets. The 2JZ uses shim-over-bucket adjustment for valve clearance, meaning that at high lift the camshaft can actually spit a shim out. The 3S-GTE’s arrangement places the shim under the bucket, eliminating this.

“If you want to make 700 hp, it just takes the right turbocharger, octane, and tuning on the stock ECU,” Jay says. “A dry-sump and a proper ECU, like a Motec, is money well spent. The smallest turbo I’d use is something like a 66mm turbine—like a Precision 67/66 and add valvesprings, and you’ve got something that makes good power from 4,500 to 8,500.” For serious horsepower, billet long-blocks are out there, but there’s nothing water-jacketed for the street just yet, but there are stock 2JZ blocks in the 6s that prove the point.

General Motors LS series It should be no surprise that the LS engine carried on the original small-block’s tradition of being the solution for practically everything. Despite its compact dimensions, the LS supports big-block displacements, with the General offering options from 4.8L to 7.0L. Better yet, there’s no shortage of them to trip over in wrecked trucks and vans at your local junkyard. We grabbed Westech Performance’s mad scientist, Richard Holdener, as our ringer in this story—his Big Bang Theories are to blame for more than a fair share of LS swaps.

Common Donor Vehicles: 1999–2013 Chevrolet, GMC, Cadillac, Hummer trucks and SUVs; 2003-current Chevrolet and GMC vans; 1997–2013 Corvettes; 1998–2002 Pontiac Firebird and Chevrolet Camaro; 2010–2015 Chevrolet Camaro; 2004–2015 Cadillac CTS-V Displacement: 4.8L (283 ci) to 7.0L (427 ci) Horsepower: 255–638 Torque: 285–604 lb-ft Bore: 3.78 in (96 mm) to 4.125 in (104.7 mm) Stroke: 3.26 in (83 mm) to 4 in (110 mm) Block: Cast iron or aluminum Cylinder head: Aluminum, 12-valves (1999–00 LQ4s carried iron heads) Dimensions: L: 29 in, W: 26 in, H: 22–30 in (approximate, depending on oil pan and supercharger) Weight: 450–550 lbs (approximate with exhaust manifolds)

“The most common engine people get is the 5.3L. It’s the base engine for a ton of different truck and SUV applications, and they made millions more of them than performance cars,” Richard says. One of the stark contrasts between the LS compared to the RB and JZ platforms is its physical size for the displacement. With their turbochargers, both inline-sixes are wider than the LS is while being about 4 inches longer.

The weight difference is a little apples-to-oranges, as the RB and JZ weights include the turbochargers, but even the supercharged LS9 weighs about as much as the other two. This is in part because of the technology gap, in lieu of advanced simulation, a lot of Japanese automakers engineered overkill cast-iron blocks to give themselves plenty of breathing room in long-term durability—the blocks also withstood a lot of horsepower at the expense of weight. Even with the iron block truck engines, the LS is a svelte motor thanks to its more advanced block design and webbing.

For the most part, the recipe of a 76mm turbo, uprated valvesprings, and a camshaft are about the only things needed to tickle 750–1,000 hp. Turbocharger choice is up to the owner, and Richard suggests going with the best you can afford. “There’s nothing wrong with someone on the street grabbing an off-shore turbo. If it lasts for a few years, but costs one-third the price, it’s not a bad deal—buy another,” he says. “I won’t use off-shore wastegates, that’s one thing I’ll spend good money on, as controlling the boost is really important.”

When it comes to the upper limits of the LS block, there’s a notable difference between the Gen III and Gen IV short-blocks. Not only are the later, full-floating rods stronger, but the block itself has small reinforcements, too—meaning there’s more headroom for horsepower before you go to an aftermarket block.

Beyond that, the last advantage of the LS platform is the community that supports it. Not only are our tech pages full of ways to build any LS you can image, but Holdener notes that, “What’s great about the LS is you can use the factory ECU and harness, and start tuning. The nice thing about it is there’s a lot of calibrations out there that someone can download for free. You know, if a guy throws a turbo on a 5.3—that’s been done a million times. So you can download one of those and get really, really close before you go to a dyno.”

The post Three Ways to 1,000 HP: LS vs. RB vs JZ Swap Info appeared first on Hot Rod Network.

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