A short life before all-wheel drive :) - Toyota Celica, 2.0L, 2000

The first thing after the purchase, I installed the "wet" nitrous oxide injection system for +60 horses, and the season skated with it. However, after six months of trouble-free operation, I killed the automatic transmission on the ice of the Rowing Canal. Drifted! :) I didn’t know then that the machine didn’t like slipping, and two hours of annealing in the red zone of the tachometer played a role.

The automatic transmission died completely, and I had the idea to change it to a manual transmission. Although the machine then fired quite cheerfully with the nitrous oxide, mechanics are mechanics.

And since I had to climb there anyway, I ordered in pursuit from the States in the MonkeyWrenchRacing company forging, sleeves, connecting rods,

I'll hook up, a gas pump,

aluminum pan, valves, nozzles, brains of Apexi PowerFC and a lot of other devices ... And from C2Power I ordered a Stage2 turbo kit based on the 28th Garrett to reach 300+ horses. The budget turned out to be hellish.

I waited for all this, stuck it in, but then it did not come to setting.

Ride for four months. The rigid clutch basket pressed hard on the crankshaft when the pedal was pressed, and it eventually erased the thrust bearings almost twice and began to move freely along its axis back and forth, which caused the engine to knock.

The motor was disassembled, the unit was taken for revision, the motor was assembled. In the spring I went to the stand, took off 230 horses and it seemed like 275 moments at a pressure of 0.5 - they didn't dare to blow more. The car was driving and seemed to be happy, but because of the crooked hands of the "Mechanics" workers, the car continued to eat almost a liter of oil per 1000 km during the sleeve, although I was told that this was normal.

A couple of weeks after the stand there was a hot summer day with an air temperature of about 36 degrees. During the day, I normally burned it like that, and after annealing, with a completely calm cornering, the engine jammed ... Instantly, so much so that the starter could not crank the knee, only the tidy light was half extinguished when the key was turned.

An autopsy showed that the oil pump collapsed into dust and its gears blocked the knee, and then I still managed to crank it with a starter. On top of that, in the morning before the service, we still managed to start it from the tenth time, and the aluminum engine worked for a couple of minutes without oil. The next step, taking into account the oil consumption, was the third capital.

New piston rings for my forging were ordered from the States, which took exactly five damn months. The whole summer the machine stood near the service. After three months of waiting, the Pindos sent a SET of RINGS (Ring Set, as we ordered from the catalog) for ONE piston! Appreciated their dumb humor, although I was not funny. Still, the rings came, and the motor was assembled in three days.

After that, the zhor of oil left, and in the spring I again went to the stand. This time they took 220 horses and 320 moments. This is when the Toyota VVT and VVTL-i systems are turned off with a pressure of 0.8. I put a limited-slip differential TRD 1.5-way, but even with it, because of such an amount of moment, the car skidded a lot during traffic light starts in the first three gears.

Summer skated. It seems to be great, but not that. Winter has come. Since the tuners too enriched the mixture, at -15 degrees the engine refused to start on 98th gasoline. Only the replacement of candles helped, and even then for a short time. And also the Mass Air Flow Sensor (DMRV) constantly got wet due to condensation in the intercooler, gave incorrect information to the brains and the car stopped driving, as the nozzles were overflowing wildly. And on the rich mixture the candles died and the car would not start.

In general, this arrangement of things quickly bored me. And in January 2009 the car went to my good friend Valera for a complete overhaul of everything and everything ...