Brake Upgrade Necessary?
#31
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I just got back from the Toyota dealership and have fresh brake fluid.
The mechanic complimented the car and said it needs nothing other than a throttle body cleaning at some point. The brakes definitely feel firmer and more confidence inspiring. On the way home I got to try them more than I planned on thanks to morons. Now I will buy some cheap 350z wheels, save more cash, and then get a set of PSS and the LS400 front upgrade.
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#32
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Bottom line in general and especially for the OP and most folks is that you don't need to seek out TT calipers because LS400 calipers will do almost exactly the same thing on the street. I have no racetrack experience myself so I cannot say in that environment.
That doesn't mean you NEED an entire TT braking system to effectively get nearly everything it has to offer with a simple LS400 front caliper swap into your SC. I'm just saying that for whatever reason it was that effective for a very long time and Toyota had all the resources they needed to revise the braking system only a few years after the car's introduction but they chose not to while spending money to change other design areas of the car and its sister vehicles.
Without a pair of identical cars on a track with an LS400 and TT braking setup doing 100-0 testing and high speed laps we'll never really know how much difference there is. On the street it really won't matter in 99.9% of scenarios anyway
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I've shifted better modern manuals with 20+ years of R&D on the R154 but I can tell you it's a very normal transmission to use day to day down to the shifting characteristics. Below 500whp they are utterly durable and normal and will handle 700whp at the top. Pretty good if you ask me. If I had another type of car I'd use an appropriate transmission for that model. A Tremec TKO 5-speed or Tremec 6-speed in a Mustang or Camaro for instance. No need for an R154 there. Same with Nissan/Infiniti or Mitsubishi.
Generally the most swapped manual transmissions I hear about going into other cars in the last twenty years are primarily those originally designed by Tremec, BMW and ZF. It's still easier to use the hardware specifically designed for the manufacturer's model platform or at least the manufacturer's drivetrain. Hence the popularity for quite some time of the Toyota/Aisin R154 in the 1JZ/2JZ engine world.
This always happens no matter what the model and make are given enough time. Personally I think the new transmission options are great. The V160 is beyond the point of it making sense any longer due to the rarity. The R154 isn't quite there but it probably won't become any more ubiquitous. It's good but also not in the league of the V160. I say use whatever works for the goals and intentions with your car.
The Grannas Tremec Magnum kits so far look like the best new option around. The total cost is more than an R154 swap but far less than a V160/161. Then there's the Aisin AR5 conversion to R154 spec as an alternative when not building for massive horsepower. I'm not as well versed on the Nissan CD009 swaps but they are worth mentioning.
Having more proven transmission options is always great!
Heck... we even have much more improved brake caliper options with six pistons up front that are available for the MKIV and SC in official aftermarket kit and adapted alternative OEM form. But most of the time those aren't anywhere needed ;D
Last edited by KahnBB6; 09-22-16 at 11:27 PM. Reason: Edited one section to correct inaccuracy
#33
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They obviously had the budget to change whatever aspects of the mechanicals they wanted to but elected to leave the big brakes on TT Supra 6-speeds alone while spending money on other areas that arguably have less of a noticeable impact.
Yes they did. For 1997-1998 model years the MKIV Supra (all model trims) got aluminum front lower control arms. I haven't looked into it but it could be that aluminum front uppers and aluminum upper rear and lower rears also switch to aluminum. For 1997-2000 SC300's and SC400's the same changes went into effect with exactly the same control arms with the exception of the rubber formulation between the Supra and SC...
I've shifted better modern manuals with 20+ years of R&D on the R154 but I can tell you it's a very normal transmission to use day to day down to the shifting characteristics.
Generally the most swapped manual transmissions I hear about going into other cars in the last twenty years are primarily those originally designed by Tremec, BMW and ZF. It's still easier to use the hardware specifically designed for the manufacturer's model platform or at least the manufacturer's drivetrain. Hence the popularity for quite some time of the Toyota/Aisin R154 in the 1JZ/2JZ engine world.
This is because only now are R154's beginning to become harder to find and get some major service parts for.
This is because only now are R154's beginning to become harder to find and get some major service parts for.
#34
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I just got back from the Toyota dealership and have fresh brake fluid.
The mechanic complimented the car and said it needs nothing other than a throttle body cleaning at some point. The brakes definitely feel firmer and more confidence inspiring. On the way home I got to try them more than I planned on thanks to morons. Now I will buy some cheap 350z wheels, save more cash, and then get a set of PSS and the LS400 front upgrade.
![Woohoo](https://www.clublexus.com/forums/images/smilies/woohoo.gif)
![Smilie](https://www.clublexus.com/forums/images/smilies/smile.gif)
You're on the right track. One step at a time and you will slowly begin to see your car change in front of you
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#35
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Whoops! t2d2 I will correct my earlier post: I had a mental slip. MKIV rear upper and lower control arms have always been different than Z30 SC/Soarer rear upper and lower control arms. I did not mean to confuse anyone with my mistake in wording. They will not interchange of course. What I meant was that I haven't checked into it but I think the Z30 SC/Soarer and JZA80 Supra both switched to their own versions of aluminum rear upper and lower control arms for vehicle respectively.
Neither of us knows the real answer to that, unfortunately
Yes, there is no measurable data to compare between the LS400 calipers and Supra TT calipers on identical cars (or the same test car) with measured 100-0 stopping and repeated track lap data. Without that it is purely up to speculation and the what one feels from the driver's seat.
I'd like to see the thread(s) that discuss Supra MKIV owners switching to LS400 calipers over TT calipers or a six-piston braking system. I'm not disbelieving you, I just haven't read them myself.
I haven't been arguing that LS400 front calipers are somehow ineffective in comparison or even that effectively different in terms of braking performance 99% of the time under most road and track conditions. All I've been saying is that I'm not of the opinion that the choice of metal on the part of Toyota designing their TT calipers was a matter of their being lazy or incomprehensible.
The only way to know more beyond someone volunteering controlled track data sets is to find one of the original JZA80-TT or TRD engineers and ask them directly what they were thinking at the beginning and middle of the model run.
Yes but I assume this had more to do with cost at the time. Extensive use of aluminum in bodywork in the early and even middle 1990's was often an exceptional thing. It made sense to do it for their flagship sportscar. It wasn't needed as much with a (in Toyota's eyes) moderate luxury performance car where weight wasn't so much the enemy given the car's intended purpose. Not the same thing but I have seen a 100% carbon fiber hood with pins fly off an SC300 running 25-30psi of boost and a V160 and low ratio rear end traveling at 160mph. Not sure if it was an isolated case but the problem was solved by switching back to the factory steel hood. Aluminum might have not presented the same issue at such a high speed but I still think it was a matter of aluminum body panels being more of an exotic thing for the 1990's.
Which is why sportscars like the Supra, RX-7 and NSX all variously used aluminum to reduce weight but even luxury GT's largely did not at the time. Today we've got aluminum frame pickup trucks with aluminum hoods and the cost to use durable aluminum body panels and even structures in production vehicles has come down significantly.
Interesting. I just know the that front lower control arms should be aluminum alloy from 1997-2000 in the SC's and MKIV's. If you go through the EPC you'll find that control arm prices for the late model cars suddenly get more expensive. Now it could be that only the fronts went to aluminum or that the Supra MKIV got those control arms a year early. It's possible since the mid-cycle revisions came in two model years for the SC300/400: partly in 1997 and again with the drivetrain in 1998.
It certainly is cheaper to bolt in the less expensive earlier iron control arms. It's possible someone did that depending on your mileage. The answers are probably in forum threads here somewhere to confirm one way or the other... however I assure you that aluminum front lower control arms do exist in the front for both the Z30/SC and MKIV even if we can't be sure of the year in this one thread.
All I can say is that I am being honest and not candy coating anything. I've talked about how reverse lacks a synchro (like the V160) and that in my case I have a very recently rebuilt and upgraded MKIII R154 with an aftermarket short shifter. Maybe that makes a difference and maybe not. I've compared it to late 80's and early 90's Mustang 5-speed transmissions which I feel is fairly accurate. Those are not refined either but they aren't in any way terrible. It's a transmission feel from a near but definitely earlier era that modern manuals or state of the art manuals for 90's cars moved forward from. No more and no less.
Also, I don't think everyone is comparing apples to apples when you have some rebuilt or upgraded and rebuilt early R154's compared to non-rebuilt tripod R154's and early R154's with really high mileage and a lot of abuse.
The Getrag 233/V160/V161 should be given how strong it is but it's always been very expensive even before its 2016 discontinuation and its value went up as soon as MKIV Supra values went up years ago. This wouldn't have made it a reasonable choice for hot rodders outside of the 2JZ engine world. I've heard of them being bolted to a couple of twin turbo 1UZ engines but little else. The only other OEM application of the Getrag 233 was in the 1998-2002 Skyline R34 GT-R series which uses the same internals in a unique casing which supports an AWD setup.
R154's are, again, specific to JZ engine applications. Until recently they were the easiest solution. For other vehicles like the 5.0/302/351 Ford and GM's 90's LT1 and subsequent LSx engines there were initially Borg-Warner and later almost exclusively Tremec manual transmissions that were the go-to OEM and aftermarket gearbox. Same for BMW's having their own partnerships with Getrag and ZF.
This is why I have said that over years of observation well before I knew what an SC or MKIV was and before I even toyed with a Honda for a few years I usually see domestic V8 transmissions being swapped into things when any of the gearboxes from a particular OEM's parts bin will not do. Where we are today it's really mostly Tremec in the aftermarket. And with automatics for drag racing there are the utterly ubiquitous GM TH400 and Powerglide 2-speed.
There are so many good and great transmissions for particular makes and models that do not find their way in the hot rodding scene into other vehicles because they work best to a cost and reliability point with the chassis platforms and engine types they were originally designed for.
Tremec stands out from this because they sell aftermarket gearboxes for many V8 applications. Even Aisin, Getrag and ZF don't do that.
...
Anyway, I want to get things back on topic for oSUPRAo.
We can continue the transmission topic in a new thread if you wish, t2d2
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I'd like to see the thread(s) that discuss Supra MKIV owners switching to LS400 calipers over TT calipers or a six-piston braking system. I'm not disbelieving you, I just haven't read them myself.
I haven't been arguing that LS400 front calipers are somehow ineffective in comparison or even that effectively different in terms of braking performance 99% of the time under most road and track conditions. All I've been saying is that I'm not of the opinion that the choice of metal on the part of Toyota designing their TT calipers was a matter of their being lazy or incomprehensible.
The only way to know more beyond someone volunteering controlled track data sets is to find one of the original JZA80-TT or TRD engineers and ask them directly what they were thinking at the beginning and middle of the model run.
Which is why sportscars like the Supra, RX-7 and NSX all variously used aluminum to reduce weight but even luxury GT's largely did not at the time. Today we've got aluminum frame pickup trucks with aluminum hoods and the cost to use durable aluminum body panels and even structures in production vehicles has come down significantly.
That got me curious, so I went out and checked my '98 control arms. They're clearly magnetic (front and back lowers), so not aluminum. I suppose it's possible that a P.O. replaced them and not with the '97+ parts, but I'm skeptical. Can anyone else confirm that their LCAs are aluminum?
It certainly is cheaper to bolt in the less expensive earlier iron control arms. It's possible someone did that depending on your mileage. The answers are probably in forum threads here somewhere to confirm one way or the other... however I assure you that aluminum front lower control arms do exist in the front for both the Z30/SC and MKIV even if we can't be sure of the year in this one thread.
Also, I don't think everyone is comparing apples to apples when you have some rebuilt or upgraded and rebuilt early R154's compared to non-rebuilt tripod R154's and early R154's with really high mileage and a lot of abuse.
Okay, I may not have framed that well. Putting it in broader terms, how many people are adapting any generation Toyota transmission to their vehicles? If Toyota trannys are viewed as being as smooth shifting as they are durable, they should be a very popular swap option, right?
R154's are, again, specific to JZ engine applications. Until recently they were the easiest solution. For other vehicles like the 5.0/302/351 Ford and GM's 90's LT1 and subsequent LSx engines there were initially Borg-Warner and later almost exclusively Tremec manual transmissions that were the go-to OEM and aftermarket gearbox. Same for BMW's having their own partnerships with Getrag and ZF.
This is why I have said that over years of observation well before I knew what an SC or MKIV was and before I even toyed with a Honda for a few years I usually see domestic V8 transmissions being swapped into things when any of the gearboxes from a particular OEM's parts bin will not do. Where we are today it's really mostly Tremec in the aftermarket. And with automatics for drag racing there are the utterly ubiquitous GM TH400 and Powerglide 2-speed.
There are so many good and great transmissions for particular makes and models that do not find their way in the hot rodding scene into other vehicles because they work best to a cost and reliability point with the chassis platforms and engine types they were originally designed for.
Tremec stands out from this because they sell aftermarket gearboxes for many V8 applications. Even Aisin, Getrag and ZF don't do that.
...
Anyway, I want to get things back on topic for oSUPRAo.
We can continue the transmission topic in a new thread if you wish, t2d2
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Last edited by KahnBB6; 09-23-16 at 12:34 AM.
#36
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Yes but I assume this had more to do with cost at the time. Extensive use of aluminum in bodywork in the early and even middle 1990's was often an exceptional thing. It made sense to do it for their flagship sportscar. It wasn't needed as much with a (in Toyota's eyes) moderate luxury performance car where weight wasn't so much the enemy given the car's intended purpose.
Interesting. I just know the that front lower control arms should be aluminum alloy from 1997-2000 in the SC's and MKIV's. If you go through the EPC you'll find that control arm prices for the late model cars suddenly get more expensive.
All I can say is that I am being honest and not candy coating anything.
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