As someone that watches your channel just to learn more about something I'll probably never do. I just want to say thank you for all you do. Don't ever stop being you. Love from Tasmania
No worries, i figure very few viewers of this stuff will ever actually do these builds but i still really enjoy sharing the discoveries with everyone. Thank you for watching.
@@FrankensteinMotorworks I actually bought a 2gr this week so your swap videos will be very useful soon, maybe one day you can make a video about turboing one for me...
@@Jazon2901 I've actually got two 2GR builds in process right now, i'm trying to apply the lessons learned from the 2AR and see if i can do the same with the 2GR. The dream there is 400whp NA but that's just a dream for now until i start putting some time on the dyno to see if it is realistic or not.
@@FrankensteinMotorworks I second what jason king said. Keep up the good work. These motors aren't readily available where I am from and damn expensive. If you were a 2zzge guy I would be set!
Very good content. I mixed and matched Opel OEM stuff over 20 years ago. I got from 100hp to 136hp on the dyno with all stock parts configured the right way. I know it´s not huge by todays standards, but 20 years ago it was a good result.
As one of those new subscribers thanks for the shout-out! I can only speak for myself, but I'm here for your coherent explainations and attention to detail. I look forward to the day that I'm able to more direclty help support your engineering efforts.
Buying parts would of course be awesome but just watching the videos pleases the algorithm and causes youtube to show it to other people which helps me a ton. I'm having a blast doing this R&D and being able to share it with everyone has been a lot of fun. Thank you for watching.
Been on the ride since I saw you put a radial in that red mr2. My first car was a 12 scion tc with the 2ARFE, and always thought the motor had great potential. Glad you're putting in the work and really drawing the power out of it. I'll be here watching and supporting , so I can build one for something interesting.
I've been with you since I got my 2018 Avalon. Your channels has helped me in my journey to take an unconventional car and make it into something interesting. Thank you for everything you do on this channel!
Thank you, for going over the current 2ar build. I kept getting sidetracked getting caught up watching some of your other builds. Btw loved the spot on Ben’s MR2 build.
I owe that one to a lot of my viewers. There's no way i would have managed to get their attention without a bunch of you guys. I had an absolute blast helping them and it's unlikely to be the last time we will work together.
Ive wanted another AW11 since I sold my 2nd one in 2015. Ive wanted to do a K24 swap in one for several years but seeing what the 2AR is capable of Id prefer to keep it Toyota powered. Crazy power from these engines.
Really excited about this build, I'm hoping to do the swap myself one day once I get a little more time. Even the stock 2AR is pretty impressive, 200 whp in an MR2 is nothing to sneeze at!
It's fantastic to see you finally grow and it's long overdue. Cannot wait to receive my Ecu back from you although it won't be for an MR2. Wish it was though!
@@FrankensteinMotorworks yeah I remember the video where you told us you were finally able to make this make sense full time. Although I don't own a spyder yet it is a goal and eventually it'll be powered by your hard work and information you've always shared. Thanks for it all Marc.
I'm considering buying and modding an MR-S. The search for info on that car led me to your impressively detailed videos. This 2AR-FXE with two Atkinson intake cams build is inspired! Keep it up!
My friends and I are based out of southern Indiana and are building a lemons car now, hopefully we'll see you at gingerman! Love what you're doing here, I'm always interested in good reliable power for cheap.
Hey Marc, I've been watching your channel for a month now, this is exactly what I want to swap into my 93 SW21MR2 and get it back on the road and keep it current! Keep up the Great work you do!!!
Awesome! Sorry about the long delay since the last one. The Gears and Gasoline videos really threw off my schedule. I hope to get back to a more regular schedule now.
@@FrankensteinMotorworks no worries at all! I am an engineer as well (albeit musical instrument amplification, not mechanical) and I know how long it takes for R&D, testing, development and then compiling all the info into a video. Keep up the good work and can’t wait to start my IS300 project with the 2AR!
Amazing video again, you really are onto something with these low cost 2AR-FXE builds, these engines are all over the planet ready to be donors. 2AR-FXE on a Toyota OEM ECU is the future even more so then Beans on Toast! Drilling a couple of holes in the rocker cover etc for the second cam sensor is within most peoples capabilities. I am doing my Hybrid wiring harness cut and shut job tonight... test starts incoming .
There's actually no need at all for the second cam position sensor in that setup. I would just disable all that functionality in the ECU so it would not throw any faults and it isn't needed for engine synchronization.
@@FrankensteinMotorworks Oh my, I never even knew that would be possible. I know you can delete the code, but I assumed it would run in some sort of error state. If that is possible it would be amazing. I've already bought the 2nd cam sensor and plug for it. I'll guess I'll find out if it will run tonight on 1 sensor.
@@SimonTrent8000 I don't know what the market looks like up there but around here we have these self service yards that have fixed prices for engines and these 2ARs are just hitting their stride in being popular in these kinds of places. That means that even though a normal yard wands $1000-1500 for an engine you can easily pick one up for $300 if you pull it yourself.
I will likely never go back to a Toyota engine in my MR2, but I will continue to enjoy watching your progress with these engines. Easily found k series (and MT) will become more difficult and even more expensive. Also, having an actual budget performance engine again is critical to keeping motorsports alive.
Yeah, that right there highlights one huge advantage to the 2AR, Toyota made very few variations on it, there's the 2ar-fe and the 1ar-fe both of which are lower compression versions (10.4 and 10.0) with the 2.5 and 2.7L displacement respectively but with the same camshafts across the entire production run and there's the 2AR-FXE which has 12.5:1 compression and a much bigger intake camshaft but also there's only one variation of that. All three of these are very much usable for performance engines, there's no need to narrow it down to model, year & originating market specific variations where some are good and some are bad. There's a minimum of 6 million of these engines that were made and likely quite a bit more because it was the base engine in the camry for 9 years and also the hybrid motor for the camry for most of those years also. It was also the base model engine for the Rav4, highlander, sienna and venza and other than the sienna most of those were built with the base motor (most siennas got the 3.5L V6 instead which is also a great motor) and there's also the scion tC which got it exclusively. Plus with the age range it is just starting to enter pick & pull yards where you can get an engine for $300 all day long and they will be there for the next decade or so. We aren't about to run out of these engines.
@@FrankensteinMotorworks I will go back through your videos and watch, but have you flow tested the heads to see what cfm they are getting from the factory? That's something I know the k series is praised for, having ~300cfm in some of the factory heads.
@@badnewskelli I do have flow numbers because i had to do a before and after comparison when i upgraded the head but flow benches are very much not standardized so the numbers are really not comparable unless they were done on the same machine with the same port entry shape. That said, at 14mm the head i measured flowed 280cfm before porting and 312cfm after porting.
Great video Marc with lots of data. Thanks for taking the time to put this together for us. Can't wait to see what the 2ARFXE does with your new intake, your header and dual atkinson cams.
I am one of the new subscribers and You opened my eyes to the Toyota AR engine and I am more interested in it more than the GR because I look @ the AR engine now as a direct competitor to the Honda K engine. I've always liked the zzw30 platform and trust me I think I'm going to be interested in this swap in the near future gods willing. Ohh yes I think you should make an adjustable cam Gear drilled/slide for that exhaust cam Gear, even though you can skip a tooth or two but some people will rather that .
I really focus on parts reuse where possible. Plus, 20 degrees is not actually a compromise, that is the exact value that i ended up at in the table so if the pin is in the same position on the fixed gear vs the vvt-i gear then i will not be making any kind of adjustability but if it does not match up i absolutely will make something available.
I feel like a transmission video would be helpful too. Sorry. I know that info is also probably buried with your other videos, but since you have this one, I feel like a transmission/axel/hub video would be a great addition. Thanks for your great info and parts.
The transmission is just a stock EB60 transmission, i haven't had to do any internal work beyond the reverse detent install and those instructions haven't ever seen an update. As far as the hubs go, i'm still using 100% stock mr2 spyder hubs. The axles are documented here: frankensteinmotorworks.squarespace.com/2ar-spyder-axle-guide I'm happy to make a video but unlike the engine there hasn't been a ton of back in fort invalidating the old videos so i would struggle to add any extra value. If i misunderstood what you're asking for i'm happy to listen.
I look forward to a couple years from now when you have access to the 2gr fxs motor from the Lexus LS 500h that thing will be hard to program but I can imagine lots of compression and lots of performance out of that thing
You got me excited about 2AR! The torque numbers are actually good, and i kinda got a little interested in what 4 cyllinders can do 1.6-2.4L due to turbo charging. They have turbo chargers now that can give that little motor a powerband similar to a Chevy LS or LT from 2500-6500 RPM. A similar level of torque and power. What you are showing is without boost this 2AR has a ton of potential. That torque number that i was seeing is something that many 3.0L v6's make.
Did you ever get the ported 2ar heads tested for power? In your series I recall the 241whp with the 240@.05" cam and 270 whp with your short runner intake.
@@dennisrobinson8008 The 300lb*ft of torque to the wheels on the 3.5L V6 is not achievable with just bolt ons and a tune unless you're using some fuel that has some nitro in it. I have not used the higher flow heads yet, there are some valve geometry issues i need to solve and i haven't given it priority.
Looking forward to the intake cam timing experiment, and great to see this data in your videos. I noticed what sounded like a hard rev-limiter kicking in at the end of each pull. Is that a factory rev limiter, and do you know what the factory rev limit would be for the 2AR-FE in a 2015 Camry LE? Lastly, do you know how high these motors can safely rev, especially relative to any(?) rev limit imposed by the factory PCM/ECU?
The new revision of the 2AR-FXE build has been done and it ended up being great. The dual vvt-i system is not needed to be swapped in for this build to still make great power (235whp). The factory limiter on the 2AR-FE can vary from car to car, i've seen it as low as 6200rpm and as high as 6500rpm. With the stock 2AR-FE cams i've found no issues revving it to 7200rpm safely and with the dual 2AR-FXE intake cams it revs safely to 7600rpm due to the slightly softer ramps.
Hey definitely been following your channel for the past year bc you've really pioneered a lot for the 2AR build. I'm sitting on 2 short blocks and a long block (all due the the field I work in.) And while watching this video I had to stop and do some personal digging. at 5:48 you hit 271hp on the camshafts that you swapped out. I'm not sure if you went from the 2AR-FE cams to the FXE cams but the one thing I can confirm is the 2AR-FE cam is bigger than the FXE. Probably shouldn't disclose this info but the FE having a cam lobe height of (44.163 to 44.305 mm) and very similar to the exhaust compared to the FXE cam lobe height being (43.814 to 43.914 mm) and being about a mm smaller on its exhaust cam. YET I had to see the cam on your website and you listed that "These camshafts are 289 degree advertised, 240 degree at 0.050” with 12.2mm lift. The grind is asymmetric." ARE THE CAMS YOU SELLING ADDING AN ADDITIONALLY 12.2MM OF CAM HEIGHT????????????
Yes, the FXE cams have less lift but they have a lot more duration than the FE so they do end up flowing a lot better. The cams i sell really are quite big but keep in mind, 12.2mm is the total lift at the valve, for comparison, the FXE cams are 9.9mm lift at the valve. quite a bit more than the lift at the lobe because the rockers do magnify the lift quite a bit.
@@FrankensteinMotorworks when coming to this build I was trying to stick with mostly DENZO parts. Typically what Toyota only runs . But what I’ve found interesting is the fuel delivery. The Toyota tundra and sequoias are the only Toyota vehicle to have flex fuel available when buying which type of vehicle. I have the 2AR stock fuel rail fitted with several different types of Toyota fuel injectors and they all fit as snug as the 2ar fuel injectors
@@chrisking5521 The idea is not bad at all but unfortunately those injectors are about 430cc injectors. The V8 motors make more power but have twice as many injectors to do it with so the injectors are not that much bigger than the 2AR's injectors. Toyota already has a pretty large margin of extra flow on the pump gas vehicles and they only seem to increase the injector size 5-10% for the flex fuel vehicles. In order to find an injector bigger than the current 545cc injectors i use you need to look at Toyota vehicles that make over 60hp/cylinder on E85 or 65hp/cylinder on pump gas. So for an I4 that would be 260hp, a V6 would be 390hp and a V8 would have to make over 520hp. And keep in mind that the direct injected engines make peak power on direct injection so they need to be port injected only engines. Unfortunately this ends up being a pretty standard problem. I find a solution to a problem and then the demand goes up and the market shoots up. I don't have a great solution for this because the solutions i do find are sometimes quite good but then they cease to be as soon as people hear about it.
I currently have a 3rd gen 4runner with a 5VZ and auto trans. I was eventually planning on looking for a deal on a 2rz/3rz to swap in it one day and put a small turbo on it but your 2AR videos make me think I should try to go that route. The newer design and tech might be a better choice for the long term
Interestingly, the 5VZ and 2AR share a very similar bolt pattern, odds are it would bolt up to the transmission directly. If that trans is hydraulically controlled then it would even still work fine but you may have a bit of a mess to deal with if it's an electronically controlled transmission.
the a340f/h/e is electronically controlled but a 5sp should be a lot easier to work with. since the a340 came in some supras there is an aftermarket shift controller for it. not sure if they are still made but the research has been done.
Hi, i've been planning to build either a 2zz or a 7age 20v for my AE92 Corolla, but now that i know about the 2ar, it really makes me think about doing that instead ! The big question i have is the dimensions of the engine and trans. The 2ar looks tall af ! And i'm not even sure the trans would fit without cutting the chassis. Could you share rough measurements of the dimensions of the engine and trans for people who want to check if it will fit in other cars ? Thanks, keep doing your R&D, you're doing a huge favor to the Toyota community and i'm pretty sure we are about to witness the end of the Honda K series reign !
Yes, it is quite tall. a better comparison than dimensions since it has been shoved into so many cars is that this engine is essentially the same dimensions as a 3s-gte with the charge cooler mounted above the valve cover like they do in the GT4. flywheel to harmonic balancer is right there on par with the bigger 4 cylinders that toyota makes including the 3s-gte again. With the narrow e series transmission (E350/E351 & others) it becomes very narrow and will likely fit wherever that 7A was before but the height will probably get you. height is 28", width is 13" and length is 20.5" including the pulley.
@@FrankensteinMotorworks Thanks for the reply, i'm going to measure my engine bay and check if it will physically fit in my AE92. How does the E series transmissions compare to the EB60 ? Is it worth it ? It seems like it has plenty of torque for a lightweight body so 5 speed should be ok, but aren't they too long ?
How does the 2AR compare dimensionally to a K24, specifically is it roughly the same height? It would be interesting to see this as a swap for the 86/BRZ.
The majority of your Subscribers are 2008-2015 scion xb drivers. 2AZFE. All I want is 180-200hp out of my xB. What can I buy from you to get me in the ball park? Subscribed.
Unfortunately, the R&D needed to dig into these engines is pretty intense, the 2AR and the 2GR already have me quite busy so i don't see adding another engine to that list.
No, that's for 2GRs. Original comment: I am curious if the D4S head (or even just the upper third) from the longitudinal FSE would fit, assuming other relevant fuel system upgrades to match. I admit in my head I'm imagining a 12.5:1 FXE block with the 1AR crank and the DI heads... I fully realize the rest of the FSE is different, but surely there's SOME similarities for the FSE to be in the same family. Could foresee tune difficulties as well, naturally. I just feel silly now.
We really don't get the 2AR-FSE engine here so i don't have access to it. That said, the 12.5 compression that comes from the FXE is in the pistons and they aren't compatible with the 2.7L crankshaft. Direct injection also adds a whole other level of tuning complexity. Generally at the tuner level the juice is not worth the squeeze there.
@@FrankensteinMotorworks Well never mind, I was just confusing myself. Too much going back and forth with the 2GR which obviously was available with the FSE here. I did always wish we had gotten the IS hybrid.
Hey Marc, I know this video is already a year old, but did you ever get to test out the ported head with the higher compression pistons and 2.7L crank? I'm looking to buy another Spyder that I can finally try a 2AR-FXE swap with. Would be interested to see what your findings are with that setup.
Just wish the mods were more cost effective to the average consumer. The power for price isn’t there for me yet but I’m still following along in hopes that the TC2 will catch on to the common car scene as a car that people hope to see is actually fast with a lot of potential
@@christopheraustin3324 the 235whp configuration i'm working on with the 2AR-FXE is a pretty low cost build, I should have a stock ECU tune released for that setup soon.
@@christopheraustin3324 The tune i will release for this will take advantage of my MAF pipe i sell to get a more free flowing air supply into the engine so it won't be compatible with other cold air intake systems. Lightweight crank pulleys will be compatible because that really does not get touched but those are useless and make no measurable power difference.
Hey Marc, I’m really happy with what you’ve done for the 2AR-FE. As a 2014 Scion tC owner, I get excited seeing how far you’ve pushed the engine so far. I was wondering how an E85 conversion for this engine in my tC would fare. Someone on RU-vid posted years ago of his conversion and dyno results, which showed him getting a bit over 205whp with just e85, headers and a cold air intake. Unfortunately he isn’t active and it wasn’t clear what he said was needed for the conversion; it sounded like he just upgraded his injectors to 550cc and replaced his fuel pump with some 255 fuel pump. Is that really all that’s needed? Would I see some performance gains with this conversion and no tune? Would the car even run with the conversion and no tune? Any advice and help would be greatly appreciated.
E85 on a stock 2AR would likely gain nothing. the motor has no knock anywhere in the factory configuration so there would be no timing advantage to E85. Making 205whp on a bone stock 2AR is doable, i've already done it and this video you commented on showed 195whp with a catalytic converter and a chambered muffler.
@@FrankensteinMotorworks That +200hp is what my goal is, hopefully it’s doable with an automatic. When I bought my tC, I went automatic because I wasn’t making much money at the time and I was driving a lot and my brother whose always had manuals mentioned that if I ever need to replace the clutch, since all these cars are used now and will eventually need it, it would set me back more than the money I would have had. So for E85, but this time with an E85 tune, and nothing done internally, just a CAI and a catback exhaust that only gets rid of the 2nd cat, you don’t think it would net any performance increase?
@@juancorona3893 No, i don't think you'd get anything out of E85 on the stock 10.4:1 compression 2AR no matter what the intake and exhaust configuration is.
@@FrankensteinMotorworks gotcha, I found the guy on RU-vid that did the E85 on his tC, his name and his channel is called Sean Chavez and he has the orange RS 9.0 tC, apparently he got like around 20hp more without changing the timing and he got a bit more with a tune. I was still considering going E85 even if power stays the same since it’s about $2.89/gal here in Cali vs at least $4.99 for regular gas and even if I lose up to like 25% range, which I heard is the high end of how much range you could lose on E85 vs regular, that’s still nets about 15% savings, and I fill up about every 4 days so it should add up. Idk if you’d like to check out Sean Chavez’s channel, he isn’t active, but has posted videos around his E85 tune and showing his dyno results, maybe there’s another variable at play, but his gains seem on he high side and even before your help, I thought those gains were a bit too high.
I am looking at trading in my 2014 Corolla S for a 2015 or 16 Scion tC. The motor as you know comes with 180hp stock. How did you get it up to that 195hp? I would love too! I would like a little more horsepower while keeping my motor just about stock since it is my daily and I drive a lot.
keep in mind, that 180hp rating is at the crankshaft, the 195whp rating is at the wheels and is much closer to 225hp at the crank or so. Making it a 45hp gain, not a 15hp gain. But all i did is open up the intake and exhaust and let the motor breathe, that gained most of the power and the rest was gained by tweaking the tune to lean it out a bit at the top and also adjust the timing slightly. Note that the only reason the tune adjustments made power is because so much more air was flowing into the engine so it was outside of it's optimal tune. The stock tune is not restricting power until quite a bit more air makes it into the engine.
Bro keep going man this is amazing. I did want to ask... can you put the FXE pistons in a dual VVT FE? Seems like the best of both worlds outside of labor.
Yes, you certainly could but it's easier to do it like i did it where you just swap the dual vvt-i cam carrier on an FXE block as well as the dual vvt-i valve cover.
Im interested in doing this upgrade for a Camry. How streetable and daily is this swap? Is there a big difference in wiring? The biggest cost and challenge seems to wiring and tuning? Have a bunch a questions and want to contact you.
The 270whp build is very streetable, still has plenty of torque down low to drive it around. The biggest challenge in a camry would be that most camrys are automatics so you'll need to figure out how to deal with that. If it's a manual camry then it's just going to be wiring for an aftermarket ECU, overall a somewhat simple mod.
I've been fascinated by your work recently, and I'm most interested in the 2GR-FE ECU you've modified to run a manual transmission. Would the process be similar with a 2GR-FSE? I've been thinking about swapping that into my IS250 MT.
The 2AR-FSE is actually a significantly different engine. The head casting is different and the ports are smaller to make room for the direct injection stuff and also, the engine is designed for longitudinal layout with a different bellhousing bolt pattern. The direct injection also means that the camshafts will be different. In short, the 2AR-FSE should really not be considered as part of the 2AR family, it may be a fine engine but it's a completely different engine.
have you looked into the AZ family of engines at all? it would be awesome if some of the ideas carried back into the older series. due to the oil burning issues whole cars can be picked up for next to nothing. these videos are amazing and im so grateful you put them out. thank you!
I have explored many engines before focusing on the 2AR and 2GR but R&D is very time consuming so i'm focusing on these for now. It's also important to note that the cheap ones would quickly disappear if there was some desirability for it.
I do have plans to test some of the other ones but I ran into an issue with tooling required to modify the valve spring seats not existing in the size i need. I also don't think i've come close to maxing out these particular cams yet.
Can the mentioned 2ar parts (cams, springs, intake) go to a 1ar? If not how do you build power on the 1ar and do you have any dedicated parts for it? Thanks and respect for the videos on the ar platform
Yes the parts will bolt up. You'll need to confirm the valve to piston clearance but everything else is exactly the same between the 1AR and the 2AR. The only differences inside the motor are the pistons and the crankshaft.
@@FrankensteinMotorworks noted good sir. planning to build a car with a 1ar innit, hoping your parts will be in stock when the time comes. meanwhile will keep tabs on your research.
A high efficiency engine makes a good base for a high power NA engine and the hybrid engines have high compression and a big intake cam already. Generally it can be a good place to start.
Yes, this swap has been done in an RHD car already and the only difference is the throttle pedal. I do not have a DBW bracket for the RHD car but that's a relatively simple DIY part.
Concerning the 2GR-FE, did you have other countries in mind as well when constructing your exhaust pipes for the swap(cause OEM-wise the 2GR has two cats right after the exhaust ports more or less)? As in, do the cats even fit in that place in the SW20 engine bay? Since I'm from Germany and emissions are very strict, I need to document everything first and send it to an inspector before getting approval of a swap like the 2GR-FE.
The new header design was designed with exactly this in mind. It leaves space for the cats right at the side of the block where they are supposed to be while still being much tighter to the block.
I actually have one here because i try to stay on top of this stuff. the A25A is a very nice motor but as it stands it has a few things on it that make it impossible to control with an aftermarket ECU. Particularly the intake vvt-i. and even once those problems are solved there's still the issue of the A25A having a smaller bore and a longer stroke so it uses smaller valves and with those smaller valves it has much smaller intake and exhaust ports.
Generally, anything you do to improve NA power will cause a turbo build to make more power with less boost. Odds are you will want to dramatically reduce the valve overlap when at full boost but the vvt-i system allows that and i designed the cams with an extra pin location to take 10 degrees of overlap out of there that could be useful for the turbo build.
Oh, sorry, it was my intention to say this. This is all 93 octane pump gas (93 as rated (R+M)/2 which is about 97 octane in europe since they rate differently)
@@FrankensteinMotorworks I wonder how far e85 will get you right now with your cams and velocity stack intake manifold, are you considering going that route soon?
@@juancorona3893 I don't plan on exploring E85 with the current race car, it does endurance racing so i need the better fuel economy from normal pump gas. But i will eventually explore it on another chassis. I would expect the gains to be about 5-10whp. NA e85 gains are not usually that much.
@@italianjd Are you saying on an otherwise stock setup? if so the stock 2ar-fe really isn't knock limited so there really won't be gains until you get more air through it.
Yes, that's my naturally aspirated record so far but that was with the 2.5L crank and stock 10.4:1 compression pistons on pump gas so it should be relatively easy to take that same build up over 300whp.
@@meanman6992 Unfortunately i really have no info on the automatic transmissions in the stock application. but generally there's a 30-40% overhead available on most of these types of things.
@@FrankensteinMotorworkstrue, but knowing that there’s likely no aftermarket support for the transmission, I have the engine…. (In that car) and I keep driving past a NA Miata on the way home….may have to start a project after discovering this. I used to be all about 4G63’s and want another project but as much as I love turbo’ed engines, I don’t know that I want to go that route again. A NA 250ish whp hp Miata I’m betting would be a hoot. Thanks for the replies I’ll look at your store and depending on what I can find out about that Miata, 🤷♂️ who knows, every man gets a midlife crisis project right?
@@meanman6992 I 100% agree with 250whp in a lightweight car like that. That's pretty much what i do in my MR2 Spyder and it's an absolute riot on track.
