The turbo itself is regulated by a Blitz boost controller, a Blitz blow-off valve, a HKS wastegate and manual boost controller, which Racetoys designed just in case.The intercooler and piping were all fabricated by RaceToys as well.
Sounds pretty stellar. And it is, make no mistake about it. But when you pop the hood, you'd be hard-pressed to find anything other than stock pieces in there, so well-integrated are they in the overall package. It's a testament to Racetoys' uncanny ability to make everything resemble factory parts. Oh, that turbo's not hidden or anything, and there's no squelching the incredible sight of that twin-cam head with its plugs right in the middle (and really, why would you want to?). But, what's missing is the usual brightly-colored fittings, polished components and stickers that greet us in the workroom.
That clean look extends to the outside of the car as well. Other than a JDM front valance, Hella lighting, smaller chrome pre-'74 bumpers (to replace the federally-mandated kneecap-wreckers) and a couple of sponsor decals, the body is clean and untouched. Those flares? Available on US-spec SR5 Corollas like this one. You don't lose the shape of the car in the graphics: P.J. Bonifacio's smoothly-applied British Racing Green paint suits its supple, sensual curves. Even the wheels, 13x8 Watanabes rolling on 215/50R13 BFGoodrich meats, look wide but not uncomfortably constrained by the sheetmetal or wheelwells. This makes the fairly mild drop-roughly two inches all around-seem all the more dramatic.
The inside is stealthy too: among a flurry of JDM pieces (dash kit, shifter and console) are low-back TRD seats covered in a factory black, neoprene material to look closer to stock, and a 330mm Nardi wheel fitted with an old-school Toyota horn button.
With that kind of power under the hood, Cajayon doesn't need to advertise. But even so, people still flock to him. "A friend in Japan said I can auction my car there for more than $20,000 ... but here in the US, there are too many low-ballers and people who want to jump on the old-school bandwagon.
My advice to someone who wants to do one of these?Be patient. Find a car that has value-like the GT or SR5 models-and do your research, know your goals and limits, be unique and always respect your fellow builders and enthusiasts."
Power Ratings: A Brief History
In 1972, the new 1588cc engine, offered in US-spec Corollas for the 2-TC, put out 102 hp. Back in the day, magazines called it a great leap forward over the previous 72hp, 1200cc engine. But in '73 and '74, the 2-TC's factory power rating dropped to 88hp-a 14hp decrease. Suddenly, the 115hp 2-TG twin-cam engine looked like it could have made a bigger step up than otherwise might be indicated in this story. Yet it never advanced.
What gives?
Well, in '72, the US government changed the calculations for how the car companies could measure horsepower. In the '50s and '60s, car companies would use as few extra power-sapping components (like power steering, air cleaners and air-conditioning compressors) as possible to maximize power figures on a dyno. They would even run tubular headers. This is referred to as "gross" horsepower.
For varied reasons (most likely to do with large numbers of American boys dying in accidents behind the wheel of 400hp musclecars in the late '60s), the government stepped in and demanded that power figures be measured by a "net" figure-ie with air cleaners on, blowing through factory exhaust manifolds, etc. While there was a greater strain on the test engine, the engines in the cars themselves changed very little, if at all. So even though there was a roughly 20 percent power drop on paper, it was impossible for drivers to feel by seat-of-their-pants. The 115hp 2-TG, had it been tested, might have been rated at just 95hp. This still wasn't that big of a leap from the factory's 88hp 2-TC to justify the cost of bringing it to the US.