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Further performance improvements achieved with the intake/exhaust system.

■Developed by combining TRD's racing engine technology, which has been nurtured on a host of racing fields, with the rich store of standard car data that only TRD has collected.
■Through rigorous engine bench testing, we adopt the product that has most improved overall engine performance from an average of more than 20 prototypes.
■Optimization of the pipe length to achieve excellent exhaust efficiency has improved response, output, and torque as well.
■Stays can be installed to keep the standard heat shield intact. By attaching the heat shield, you can protect surrounding parts from damage just like with the factory-installed manifold.
■Made entirely of stainless steel to achieve high durability.
■Comes with new gaskets.


Toyota MRS 1ZZ-FE

Toyota 1NZ-FE

Toyota Celica 2ZZ-GE


■How to make sure the applicable type
1:Engine No.
MT model: Part No. 17100-ZE200 is applicable to engine before "00118565"(Part No. 17100-ZE210 is applicable to engine after "00118566")
AT model: Part No. 17100-ZE200 is applicable to engine before "00118569"(Part No. 17100-ZE210 is applicable to engine after "00118570")
※Engine No. is curved on cylinder back right upper side of clutch housing

2:Heat insulator shape
Part No. 17100-ZE200 is applicable to engine that heat insulator has no cuts around cylinder head.
Part No. 17100-ZE210 is applicable to engine that heat insulator has cuts around cylinder head.
※Please use mirror to make sure if there is cuts or not, as it's impossible to see it directly.

• Official TRD site (Japanese)

FRONT UNDER DIFFUSER
It makes the air which it receives from the front rectify, ad reduces the lift. More over, by the slot on either side, it raises brake performance and gains the further down force. It is the synergistic effect with the front bumper and they are the vehicle stability in the high speed region and diffuser which enables the maximum high speed raise.

SIDE DIFFUSER
It suppresses involvement of the wind from the body side, and rectify the turbulent flow of the air which flows out of the tire house. Thereby, it raises the vehicles stability in the high speed region.



REAR DIFFUSER
It rectify the pressure that generates from the rear tire. Moreover, it decreases the drag of GT-WING bu passing the wind to the whirl.

CARBON HEAT SHIELD
It prevents discoloration of the bumper by exhaust heat.



HYPER CANARD
It gains down force which is need for normal bumper

FRONT SPOILER
It designs for the purpose to improve down force. It has a better effect by using diffuser together



REAR SPOILER
It makes moderate down force and producing nonchalant rear view

CARBON FIBER GT-WING
It helps on weight saving, high intensity and outstanding down force.



LIGHT WEIGHT REAR TRUNK GATE
It about 1/2 lighter than the original trunk gate.



ENGINE HEAD COVER
It adopts the carbon with high intensity as the cover. It gives the accent to the calm engine room.

RADIATOR COOLING PLATE
It leads to radiator without losing the crevice which was disturbing rectification and missing the cooling wind.

AIR INTAKE DUCT
It is the duct for talking in fresh air to the air cleaner inhalation of air mouth. Moreover, it demonstrates the further effect by the combined use with the cooling plate.



CARBON PILLAR GARNISH

News of the TRIAL ZZT231 Stroker kit, known as the 3ZZ kit has rocked the Celica world.

TRIAL 3ZZ Naked Engine for MR2 Spider, Celica GT, and GTS. This is a naked engine. Just swap with the engine you have now (some modifications necessary). If you have a Celica GTS, you can use the stock fuel infectors. Otherwise you will need to go with an aftermarket application.

The complete engine includes a 2ZZ engine base with the 3ZZ kit already installed (see kit contents below). Most wiring, piping, tubing or connectors are generally not included.

For a base, a new or used 2zz engine must be provided or paid for by the customer. Original mounts are slightly modified and used. Apex-i power FC or HKS F-Con V-Pro can be used for maximum performance. The car will run normally without any fuel modifications until you start to put on the gas. Other fuel controllers such as Apex-i S-AFC might work but Power FC and VPro are recommended for best results. After the kit you get about 220 hp and 20 kg of torque. on Japanese high octane gas (105). The Engine will hold up to 8,000 RPM. The valves are thought to be the weak point of this engine. The stock valves are generally ok up to 7,000 rpm, but if you plan on going over that, a valve kit is recommended. The valves used on the Trial S. Stock valve springs are fine. Compression for the kit is raised to 13:7.1 but it can be left at just a little over stock or even lowered.. The higher compression increases power but would cause problems with lower octane gas. You may also special order low compression pistons. Note: Quality of gasoline varies from country to country. The above stats were acquired with Japanese 105 octane gas.


The 3zz internals kit includes:
Engine Crank, Connecting Rods, Pistons,
Crank End Spacer Ring, Crank End Oil Seal,
Front Spacer Washer, Metal Head Gasket.

• Official Trial site (Japanese)

Please click on the link for full article

• Shock Absorbers

• What is Spring Rate
  

  
  

This header is designed for the Japanese domestic market and may not work with cars outside of Japan.
This part is intended for off road and race track applications only. Use of this part on public roads of many countries is illegal.
This part should only be installed by an experienced professional. Amateur installation may result in damage to the header and your car! Trial and Trial USA are in no way responsible for damage or injury that may occur.

Header Installation. (Most work can be done from under car)
1) Remove engine mud shields, front and rear engine mount bolts and center support beam.
2) Remove front pipe and muffler if necessary.
3) Remove heat shields and muffler mid section. Save stock gaskets and screws.
4) Remove top and bottom heat shields of stock header.
5) Remove L brace that is connected to lower part of header..
6) Remove manifold bolts and nuts (7 total).
7) Remove stock manifold, without removing stock gasket between block and header. Take off stock flange gasket and put it on Trial Header.
8) Carefully insert Trial header. Tilting engine makes this task easier (two people).
9) Loosely apply bolts and nuts from inside to out of header and block.
10) Re-Install L brace to block and hand tighten to header after drilling a larger hole in brace where you see the previous bolt's mark ( about 4 mm to the outside).
11) Tighten down all bolts and nuts inside to out.
12) Attach stock upper manifold heat shield. Lower shield will not fit.
13) Re-install stock engine mounts.
14) Re-install down pipe and center pipe, reusing all stock screws and gaskets. Tighten spring bolts all the way.
15) Re-install stock heat shields to center piece.
16) Re-install Engine mud shields.





Make sure to use stock gasket.


















Make sure to use factory bolts








Source: Trial Japan

This new Exhaust Manifold was built for TRIAL'S Celica Track Car. It will work on the 2ZZ and 3ZZ.
The manifold turned out gains of 10hp on a stock Celica GTS with no mods to the computer!
It was tested on a US spec car and similar gains were archived.

Celica GT 1ZZ header is available

Installation Instructions click here


Celica+N1Muffler:Power


Celica+N1Muffler:Stats


Celica+n1+header:Power


Celica+n1+header:Stats

Version 2 includes a redesigned side step and front bumper. Large Carbon Canards are an option for the Version 2 Front Bumper.

Street NA most fast 270.52 kilometer

2005 summer. アミƒ…ーズ Z33CSL, marking the most fast record of Z33NA チƒ…ーン in the domestic high-speed circumference road in the VQ engine highest fast test which the option magazine sponsors.

This record in the domestic high-speed circumference road where the rectilinear part is short adjusts the engine power which pushes away acceleration and the mighty aerodynamic drag where the intermediate limits are strong together and becomes the proof which it has. It became the shape which proves the technical theory for the VQ tuning which evolves, at the public place.

While it is NA achieving 358ps! The VQ engine is born with electronic control and changes.
As for the engine this time to unite, you called the falling and idling degradation of the low-speed limits which become problem with high cam conversion, the former problematical point, it is the nucleus of engine part production and the control which designate new electronic control technology as prerequisite, it solves with adjusting skill of computer control. Low it is the specification which aimed for the both of medium speed which is contrary with the peak power like the racing engine where idling efficiency guaranty and the variable val tie where the electronic control throttle becomes possible in reason become possible in reason, torque.

Concrete, the high declination VTC body which furthermore expands originally variable val tie width (ニスモ make 55 DEG declination) the 288° original camshaft which is made prerequisite. And, compatibility with the recess quantitative guaranty and strength for the intake valve which becomes necessary for the installing. Guaranty of the validity compression which is lost with high cam conversion was designated as purpose, the original 95.5 Ф forging pistons (the normal bore) it was production.

As a result, with present common sense, inconvenience like the racing car if with it was exchange, the Takaide power perhaps it became possible, chassis die/di conversion 358ps (311. 31ps @ while it is NA and the normal aerodynamic volume displacement at die/di no pack factor zero) thing value it succeeds in making possible. Even the manner of the idling limits where the air conditioner audio attachment of course is required from the street car and probably will be, being to make that it makes hold by the fact that electronic control is used effectively possible it does.

Engine compartment
As for high technology ROM, even with while it is the full normal engine, to be able to give the response of the sport car, of course the control method of utilizing the various engine parts effectively it is many verification. You cannot remove to the tuned car of the new generation, proving the fact that it is the computer of reliance, you showed.

• Official Amuse site (Japanese)
• Download Z33 info (PDF)

The Jalops have gotten a good look at the 2010 iteration of Ford’s Mustang thanks to the efforts of Brenda Priddy and crew, as good a look as massive black camouflaging will allow at any rate.

The new Mustang looks to be changed around the front and rear fascias, while also boasting an upgraded interior. Speculation still rages as to the extent to which the Guigiaro Mustang concept from the 2006 Los Angeles Auto Show is being used in the formation of this car (though the rims look undamaged). We can’t really see it from these images, but who knows?

CarPix captured these clear shots of Ford’s Kuga CUV from this year’s Frankfurt Motor Show.

We’re still not sure why Ford won’t bring the Kuga to the U.S. That 2.0-liter diesel engine and all-wheel drive would be a great combination for U.S. drivers who want the security of all-wheel drive and some better fuel economy than products like the Edge or Escape currently offer.

Europeans will begin taking delivery of this handsome CUV in 2008. We’re happy this vehicle will head to production virtually unchanged from the vehicle shown at Frankfurt. The looks are hip and it certainly looks like it belongs in Ford’s European portfolio.