Soarer Source - The Home of the Toyota Soarer and Lexus SC300, SC400

Here are the luxury options that were available on the V8 Soarers:

DAT tape headunit
Reversing camera
Heated seats
Memory seats
Rear wash/wipe
Spoiler F/R
BBS alloys
Parking sensors
Parking aid
Air purifier
CD changer
CD/ tape headunit
Phone in central armrest
Steering wheel phone remote/mic
Wood dash around EMV/Gearlever
LSD
Traction control
High level brake light
Sunroof

Well you may or may not know but there is a common problem when dyno’ing an automatic Soarer. Typically the dyno run should be made in the 1:1 gear ratio which is the 3rd gear, but the problem is that the gearbox cannot be locked in 3rd as it shifts down to 2nd when the dyno operator hits the accelerator pedal. It can be locked into 2nd gear, but that is too low and won’t give an accurate power figure.

The method to fix this is disconnecting the electronics plug from the gearbox. This then gives the driver manual control of 1st, 3rd, and overdrive, without automatic changes.

1) Disconnect the ECU from the gearbox (this will prevent the gearbox from dropping back into 2nd gear)
2) Put it in 3rd with the gear shift
3) Lock the torque converter with a switch
4) Dyno it like you would in a manual

Ok there are some changes to the specs, colour, engine, features that were made over the course of time that the 3rd generation soarer / lexus sc300, sc400 was out for. The following is those additions:

May 1991

The introduction of the 3rd generation Toyota Soarer (Yay!)

The following models were released

JZZ30 2.5GT-T, TWIN TURBO

JZZ30 2.5GT-TL, TWIN TURBO

UZZ30 4.0GT

UZZ31 4.0GT-LIMITED

UZZ31 4.0GT-LIMITED equipped with GPS

UZZ32 4.0GT-LIMITED equiped with active control suspension

The available choices of body colour were

Super White Pearl(O51) (option for 2.5GT twin turbo)
Super Silver III Metallic (176)
Red Mica (3K3)
Beige Metallic[Gold] (4K9)
Dark Green Metallic (6M2)
Teal (6M3)
Dark Blue mica (8J5) (option)
Interior Colour
Grey (FA10)
Spruce (FA60)
Ivory (FA00)

May 1992

Air temperature indicator added to ‘multiple information display’.
4.0GT-LIMITED Sun roof option added for active control suspension model.
4.0GT-LIMITED front seat heater now standard equipment.
“Automatic drive” renamed “cruise control”.
Body colour addition: Black (202) (the best colour hehe)

July 1992

The following equipment below were added to the base models 2.5GT-TWINTURBO and the 2.5GT-TWINTURBO LIMITED

Private coloured emblem (titanium coat)
Private coloured aluminium wheel (dark grey)
Live sound system (6 speakers) + CD deck
Body colour and Interior colour (combination)
Body colour: Super white pearl mica (051) Interior colour: Grey (FA10)
Body colour: Black (202) Interior colour: Grey (FA10)
Body colour: Dark Green Metallic (6M2) Interior colour: Spruce (FA60)

August 1993

New steering wheel for the following models:
4.0GT, 2.5GT-TWINTURBO-L and 2.5GT-TWINTURBO (SRS air bag equipped car)

January 1994

The 4.0GT line was discontinued
The 3.0GT (2JZ-GE) was model added.
Package options set to three grades.
New 16 inch aluminium wheel design.
Front bumper design modification.
Introduction of water repellant glass.
Fog lamps replace ‘cornering’ lamps.
Rear tail lights design change.
New refrigerant for air conditioner
Vehicle speed response wiper system equipped in 4.0GT-L active control suspension specification car and EMV package equipped car standard equipment.
Warning indicator lamp added to ‘multiple information display’
Front bonnet emblem classified by grade (4.0GT-L and 2.5GT-T).
The following body colours were deleted:
Super silver III Metallic (176)
Red Mica (3K3)
Beige Metallic[Gold] (4K9)
Teal(6M3)
The following body colour selection was added:
Bluish Silver Metallic(1A0)
Super Red IV (3L2)
Medium Greyish Green Mica Graphite (6N1)
Interior colour discontinued: Grey(FA10)
Interior colour addition: Black (FA20)

May 1995

Multiple AV station option introduced
Body panel side stripe
Power increase in 1UZ-FE engine from 260PS/36.0CKg to 265PS/37.0CKg
The following body colour was discontinued: Medium Grayish Green Mica Graphite (6N1)
The following body colour was added: Wine Red Mica (3L4)

August 1996

2.5GT-T electronic control throttle system (ETCS), new automatic transmission (ECT-iE) added.
2.5GT-T L package equipped with TEMS air suspension.
2.5GT-T L package equipped with 5 speed manual transmission discontinued.
4.0GT-L active control suspension model discontinued.
3.0GT S package (includes 16 inch aluminium wheels and sport suspension as standard equipment).
16 inch aluminium wheel, paint colour modification.
The design changes to the front bumper, the fog lamps and the rear bumper, front grille were added.
Total length now 4.900m (4cm increase)
width 1.805 (1.5cm increase)
Front passenger seat air bag
1JZ-GTE engine VVT-i conversion.
ABS as standard on all models.
Addition of anti ultraviolet radiation glass.
Multiple AV in station 5.8 type wide televisions added.
The following body colours were discontinued:
Dark Green Metallic (6M2)
Dark Blue Mica (8J5)
Body colour addition:
Dark green Mica Metallic (6P2)
Blue Mica Metallic (8L5)

August 1997

The 4.0GT-L (1UZ-FE) line was discontinued.
2JZ-GE engine VVT-i conversion power increase from 225PS/29.0CKg to 230PS/31.0CKg.
The following body colours were discontinued:
Wine Red Mica (3L4)
The following body colours were added:
Rose Red Mica (3M9)

July 1998

Improvements were made of the wide multiple AV station: D-GPS, Momet correspondence, 3d indication functional, postal code input. (sorta useless for us not living in Japan)
The following body colours were discontinued:
Super White Pearl (051)
Bluish Silver Metallic (1A0)
Body colour addition:
White Pearl Mica (057)
Silver Metallic (1C0)
The following interior colours were discontinued:
Spruce(FA60)

August 1999

Standard setting of 225/55r16 94v steel radial tyres and 16×7JJ aluminium wheel and the brakes for 16 inch to every model
The following body colours were discontinued:
Rose Red Mica (3M9)
Body colour addition:
Red Mica (3N1)

December 2000

The production stopped of the 3rd generation Soarer

check out the forums if you wish to discuss this further
or give your opinion on some of the modifications that took place over the time of the production
period http://www.soarersource.com/forum/viewtopic.php?t=14 

Well as we know it the twin turbo model of the soarer (Jzz30) has a bit more power than the v8 variant (uzz30), so to beat that, while still having an awesome luxury car and very smooth drive, we look into other options such as putting a supercharger kit on one.

Here is a common kit that is used that has been proven to increase performance up to just under 50% when coupled with other modifications such as a piggyback-ecu, good tune, full exhaust system and so forth. Most of supercharger kits consist of an Eaton M9 CS positive displacement blower unit, replacement ‘adapter’ intake manifold, alloy induction pipe, a new serpentine drive belt, adjustable fuel pressure regulator and a piggyback ECU such as the Unichip that we have discussed before which is perfect for this application.

Due to the size of the rotor, it still fits nicely under the stock bonnet without any modification. Depending on your budget, this setup can be ran as is with out the need of investing in an intercooler setup. But of course you would be wise to keep it at 6psi or lower otherwise you will run the risk of damaging it.

If you are interested in buying the supercharger kit for the Toyota Soarer / Lexus Sc300, Rush Imports in Sydney specialise in this kit that we are talking about.

Rush Imports
+61 (02) 6284 3111

http://www.rushimports.com.au/

http://www.efidynamics.com/superchargers.html
If you are located in another country, they can be sourced from Japan.

The APEXi Power FC is another really popular modification. Out of the box, it comes 90% pre-programmed suited for standard to mildly modified engines. To install, it plugs straight into the wiring loom, and works with the rest of the stock standard management system. It replaces the stock ecu where as the previously mentioned Unichip is more of a piggy-back ecu system. The wiring and installation of the APEXi Power FC (programmable ECU)is a matter of only minutes and requires no new sensors or actuators. This then makes the price become cheaper than it first appears. With the PC link equipment and the English software it is an excellent tool.

The Apexi Power FC operates off of 3 Main Menus which are: Monitor, Setting, and ETC.

In Monitor Mode, the Commander can display up to 10 parameters of data in real time. Monitor Mode can display:

Engine RPM
Ignition Timing
Vehicle Speed
Air Flow Voltage (Pressure Sensor Voltage)
Injector Duty Cycle
Boost
Knocking Level
Battery Voltage
Intake Air Temp
Water Temp

There are also 4 display patterns which allow 1-8 parameters to be shown on the screen simultaneously. The data displays in numerical real time values with the option of a real time 10 second graph display. Peak Hold values and Display Hold functions can be had at the touch of a button. The Map Trace Mode allows Ghost Map Tracing of the Ignition Timing maps and Fuel Correction. This lets the user see what point of the map is being used in real time. The Ghost Map Trace function leaves markers on the used portions of the map for an easy guide.

The Setting Mode allows full access to the 20×20 ignition timing and fuel correction maps. The user can adjust any portion of this map in 5×5 sections. Air flow correction values can be entered for vehicles upgrading air flow meters. Injector pulse correction menu is used when upgrading injectors. The Acceleration Enrichment Correction function improves response under hard and sudden acceleration. The Cranking Fuel Injection menu corrects the amount of fuel delivered when the engine is being cranked, or when the water temperature is cold. A separate Water Temp menu allows fuel correction according to water temperature. The RPM menu allows rev limiter settings and idle RPM levels. Access menus also vary according to specific applications. Rotary engine Power FC’s accommodate leading and trailing ignition maps. Honda engines Power FC’s allow for VTEC control. Complete boost control is possible by using the optional Boost Control Kit. Changing data is easy: just access the desired point on the map or data, and push the FC COMMANDER keys in the appropriate direction.

The ETC Menu contains utility parameters such as: version information, LCD screen brightness, and initialization of all data. In addition, the ETC Mode allows the user to monitor all factory sensors through one screen. This screen can tell the user if any sensor is in use or malfunctioning.

The Power FC also comes preprogrammed with several base maps. (Currently with Japan Domestic Market Vehicle Maps, minor initial tuning may be required. Please contact your authorized Power Excel shop for more information.) This makes the initial tuning process much quicker. As with all other fuel controllers, the POWER FC should be tuned on a dynomometer by a trained professional. A high grade air/ fuel ratio monitor is also recommended during tuning to ensure best results.

The Apexi FC Commander is a little hand-held controller which is designed to allow access to the major parameters within the Power FC device. This unit allows a large range of data modification through its back lit LCD display.

The Apexi Boost Control Kit is an optional kit which is designed to control boost through the Apexi Power FC unit. Simple connection to the Power FC allows the user to access a full self-learning boost controller. The Apexi Power FC allows up to 4 different boost presets for any stage of driving.

It is recommened that a unit like this is fitted and then tuned by a professional. Most dyno tuning workshops will do just fine.

Here we have a very worthwhile performance upgrade. Not only will it increase power output, but it can also increase the fuel economy of the vehicle. This obviously depends on how it is tuned. If it is more geared towards peak performance or fuel efficiency.

On a typical tune, many owners have been happy to say that they have recieved a 10% increase in power.
It is recommened that this piggy-back ECU is fitted after you have installed the usual I/H/E modifications (Intake, header, exhaust.) By all the “breathing” mods being done, this does a nice job of finishing it off and giving it an accurate tune so it can properlly benefit from the modifications. Another good feature of this is that if you later on decided to fit a supercharger kit, the unichip will work fine for this after a retune.

The following is an article from airpowersystems.com They have a large range on information about the Unichip, as well as a list of dealers across Australia that can supply, install and tune the products.

How does Unichip increase engine power?

Every engine requires optimum ignition timing and air fuel ratio at all RPM and load conditions. unichip gives the experienced Dynamometer technician the access to and ability to adjust and optimize both the ignition and fuel system. Unichip has 17 RPM sites between 500 RPM and 8000 RPM and 12 load sites between zero throttle position and wide-open throttle position. This equates to 204 possible adjustments for fuel and a further 204 adjustments for ignition timing.

How much extra power can I expect from Unichip?

Power gains of 10 KW to 30 KW are common place, as measured by an accurate chassis dynamometer. Whilst less common, power gains of 50 KW have been verified. The exact power gain however depends on the design and condition of the engine and the factory calibration of the engine control unit. No two engines are identical. The Unichip results represent the optimization of each individual engine. Unichip results are verified by before and after dynamometer tests measured at 100% throttle opening across the entire RPM range.

Will Unichip improve my car’s fuel economy?

Yes. In most driving conditions, Unichip will improve fuel economy. Many modern fuel injected engines waste fuel by running very rich air fuel ratios at part throttle openings. With Unichip, it is a simple procedure to correctly adjust the air fuel ratio over 12 throttle positions and maximize the fuel economy for cruising at part throttle.

How is Unichip different from “performance chips”?

Unichip is a supplementary engine management systems. As such, it is far more advanced than “generic plug-in performance chip” products. It is individually programmable to meet the requirements of engine and driver. Being fully adjustable, Unichip can cater for non-standard, current and future engine modifications. Best of all, unichip can deliver the most personalized power result every time - uniquely tuned for fuel type and rating, and even particular ambient conditions of operation.

What are the engine management advantages of Unichip?

Unlike many other engine management systems, Unichip does not alter the cold start, knock sensors, water temperature sensors, air temperature sensors or oxygen sensors. All remain genuine components. A major advantage of Unichip is that it works in harmony with the factory ECU to enhance and unleash the best possible performance result without compromising engine durability.

Is the original factory engine control unit modified by installing Unichip?

No. Unichip is a supplementary computer which is programmed to contain the optimum fuel and ignition adjustments for each individual engine. the factory engine management control unit is not altered in any way. The Unichip is simply installed by connecting to the wires of the original factory ECU.

Is Unichip suitable for al EFI cars?

Most EFI cars, whether normally aspirated, turbocharged, supercharged, with 4, 5, 6, 8, 10 or 12 cylinders respond brilliantly to Unichip enhancement.

Who can install Unichip?

Australia wide Authorized Unichip Agents can service and advise you on Unichip features. Each is a tuning specialist and operates with dynamometer facilities. Talk to your Agent about reprogramming your Unichip if you install exhaust enhancement products after your initial Unichip installation.

Unichip real-time tuning - What does this mean?

Real time tuning describes the process whereby adjustments are made to the ignition timing and air fuel ratio whilst running the vehicle on a dynamometer. In doing so, the technician can optimize power output at any RPM point. For example, if we run the vehicle at 2,000 RPM, we can increase the ignition timing to the point of maximum power before reaching combustion detonation. The same practise applies to the air fuel ratio. We can clearly see, by watching the dynamometer power graph, what air fuel ratio produces the highest power at 2,000 RPM.

Is it safe to tune my car on a Dynamometer?

Yes, it is safe. A dynamometer does not create any greater load on the engine than what you experience in normal driving conditions. Very efficient cooling fans are utilized to ensure safe engine temperature control.

Does the Unichip need to be serviced or retuned?

There is no need to readjust the Unichip unless the engine has been modified. It is nearly impossible for the Unichip data to change after the Unichip ECU has been programmed, causing the engine to be detuned. It is possible however for the fuel pressure to drop (if the fuel pump deteriorates) which would cause the engine to run a leaner air fuel ratio than normal. Other items such as fuel injectors and spark plugs will need servicing from time to time which will also change the state of engine tune.

Should I use unleaded or premium unleaded fuel with unichip.

Your engine should always be tuned using the fuel which you intend to use day to day. Premium unleaded fuel will always produce the best power result, as it will allow the engine to use all of the ignition timing in the timing map. As most modern EFI engines utilize knock sensors, if you change from premium unleaded to standard unleaded, the engine’s knock sensors will detect detonation and reduce timing accordingly, resulting in a loss of power.

Where is the Unichip installed?

The Unichip ECU is usually fastened to the factory engine control unit using velcro tape. The Unichip ECU is marginally larger that a cigarette pack. Dimensions are 160mm length x 80mm height x 20mm width.

What time is required to install Unichip?

This depends on the engine configuration and whether the engine is standard or modified, normally aspirated or turbocharged, two or four wheel drive. A vehicle which is factory standard normally aspirated two wheel drive can be completed in 3 hours. A more sophisticated vehicle such as a 993 Twin Turbo Porsche may take up to 6 hours due to the extra mapping of turbocharger pressure.

Can Unichip be removed and reinstalled on another car?

Removing Unichip is a simple 15 to 30 minute procedure. Once the Unichip is removed, the factory engine control unit is returned to standard condition. It is possible that the Unichip will be suitable for your next car, albeit appropriately reprogrammed. There are four popular variants of Unichip hardware. If by chance your current Unichip ECU is not suitable for your next car, talk to your Authorized Agent about trade-in offers.

Unichip product warranty?

A 12 month unlimited kilometre warranty applies for all Unichip ECU’s.

This discussion involves the basics of how a Turbo system operates and how it makes effecient power increase to your car.

http://www.soarersource.com/forum/viewtopic.php?t=8 

Feel free to discuss or add more information

Here is the selection of BodyKits that are available for the Toyota Soarer / Lexus SC300, SC400.

http://www.soarersource.com/forum/viewtopic.php?t=5 

Feel free to discuss or submit other toyota soarer bodykits that you know exist.

vertex toyota soarer bodykit

Signature toyota soarer bodykit

Explosion toyota soarer bodykit

Do-Luck toyota Soarer Bodykit

Origin Toyota Soarer bodykit

Dignified Line Toyota Soarer bodykit

C-One Toyota Soarer bodykit

Exclusive Primary bodykit

HiRo Toyota Soarer bodykit

Inspection Toyota Soarer bodykit

ELITE Enterprise toyota soarer bodykit

SKP Dezign toyota soarer bodykit

Wald Exhange EX Line Toyota Soarer bodykit

Wald Exhange toyota Soarer bodykit

Wise Sports Go toyota soarer bodykit

Wise Sports MidMC toyota soarer bodykit

Wise Sports MidMC 2 toyota soarer bodykit

The specifications for the Toyota soarer / Lexus sc300, sc400 have been gathered at this location on the Soarer Source Forum

http://www.soarersource.com/forum/viewtopic.php?t=2

Feel free to discuss this or even suggest more information.

These are the specifications for the third generation Toyota Soarer or the Lexus SC300/400.

The model ran from 1991 to 2000.

These are the following variations of the generation 3 Series Soarer/SC300/400 models

JZZ30 - 2.5L 6 cyl 1JZ-GTE twin turbo (1991-1996)
JZZ30 - 2.5L 6 cyl 1JZ-GTE single turbo VVTi (1996-2000)
JZZ31 - 3.0L 6 cyl 1JZ-GE (America release, Lexus SC 300) (1994-2000)
UZZ30 - 4.0L 8 cyl 1UZFE (America release, Lexus SC 400) (1991-1993)
UZZ31 - 4.0L 8 cyl 1UZFE (no american release) air suspension (1991-1997)
UZZ32 - 4.0L 8 cyl 1UZFE (no american release) 4WS, active suspension (1991-1996)

These are the specifications of the 1JZ GTE engine.

Static Compression Ratio: 8.5:1
Power Output: 206kW @ 6200 rpm
Torque: 363Nm @ 4800 rpm
The twin-turbo system are ceramic bladed CT-12a turbos sourced from Kyocera

These are the specifications of the 1UZFE engine.

Japanese versions
Power output: 191kW @ 5400 rpm
Torque: 353Nm @ 4600 rpm

Australian versions
Power output: 190kw @ 5400rpm
Torque: 350nm @4600rpm

1UZ-FE upgraded in 1994/1995

Compression Ratio: 10.4:1
Headers modified making output: 195kW and 363Nm.

1.5JZ-GTE (Hybrid engine setup)

The 1.5JZ-GTE is created by combining a 1JZ with a 2JZ bottom end. The 2JZ bottom end will easily bolt on.
1JZ-GTE = 2.5L Inline 6 (86.0mm bore x 71.5mm stroke)
2JZ-GTE = 3.0L Inline 6 (86.0mm bore x 86.0mm stroke)

By using a 2JZ bottom end with the 1JZ head allows you an extra 500cc of displacement.

The JZZ30/1 and the UZZ30/1 Soarers and JZA80 Supra share the same suspension & chassis platform. This is helpful as the braking components are interchangeable. The excellent braking components from the Toyota Supra offer a worthwhile and reasonably simple upgrade for Toyota Soarer / Lexus SC300/400 owners.

An alternative from going ahead with this conversion while still gaining break performance would be by sourcing slotted or drilled and slotted disc rotors and pads from manufacturers such as EBC or DBA. The Supra 4 pot braking system is well supported by aftermarket suppliers worldwide so the conversion is very worthwhile.

Here is a quick look at the specs of the brakes over the various Toyota models:

Specifications / Comparison                         Rotor (mm)              Pots
—————————————————————-Front/ Rear           Front/Rear
JZA80 Toyota Supra TT 96+                      324       325                4        2
JZZ30 Toyota Soarer                                   296       307                2        1
UZZ31 Toyota Soarer                                  296        307               2        1
UZZ32 Toyota Soarer                                  296        307              2        1

Such items needed to complete this conversion onto a Toyota Soarer are as follows:

New parts sourced from Penrith Toyota, NSW, (02) 4736 2722

JZA80 TT Front LHS Rotor
4351214200

JZA80 TT Front RHS Rotor
4351614030

JZA80 TT Front Cylinder Kit
0447914140

JZA80 TT Front Fitting Kit
0494714010

JZA80 TT Front Shim Kit
0494514110

JZA80 TT Front LHS Cover
4778214160

JZA80 TT Front RHS Cover
4778114160

TRD JZA80 TT Front Pads

The following is the process of the “Big Brake” conversion:

Before going ahead with this conversion, make sure that the wheels will clear the large front calipers. Use a positive offset of 45mm as a guide. The shape of the inner of the wheel face must be designed in a way to clear large calipers such as the ones found in a Toyota Supra. Wheel spacers may be needed to help clear the calipers.

If you are using used Toyota Supra calipers for this conversion, it is recommended that you have them sand blasted by a brake specialist using the Toyota cylinder kit and spray paint them with protective caliper paint. This will ensure that they will perform well.

Ok lets start from the front of the car.

First off you will need to remove the wheel, remove brake pads, disconnect the brake line, remove brake caliper, remove disc rotor, cut and remove the dust cover.

Now basically fit the new parts as it would be if you were fitting the parts that you have just removed as they are completely interchangeable and bolt up in the same nature. Once all the parts are fitted, throw the front wheels back on and we’ll move onto the rears.

Same as before, remove the wheels, remove brake pads, clamp and disconnect brake line, remove caliper, remove the disc rotors and remove the park brake shoes.

Now put all the new components on the rear brake assembly. Once your complete, fit the wheels back on and then the brakes should be bled to insure there is good brake fluid in the lines.

It’s all done and enjoy having greater safety.