Different. For some reason everyone wants to be different. If you're Ricky, you buy Clippers season tickets instead of Lakers; if you're Jonny, you rock a pink DS Lite (I didn't have a choice, dammit! - JW) and if you're Nads or Shrek, you proudly wear your manboobs instead of trying to hide them under a bro. The same goes for cars, it's like every time someone builds one it's gotta be different. Back in the day, for 240 owners different meant rollin' with a turbocharged KA. Then that wasn't cool anymore (oh wait, it actually never was) and the SR turned into the next hot thing. Then things got a whole lot crazier with shops stuffing RB26s into the Silvia chassis. Apparently, the next cool has arrived: Put the KY down and put your hands together for Tech2 Motorsports' JZ-swapped 240SX. Not Jay Z, but JZ as in Toyota Supra; as in the only engine that's truly capable of giving the RB26 a little Spanky McSpank head-to-head.
According to Tech2's own Andrew Monterrubio (Spanish for mount blonde), this particular S13 has more than 1,000 hours behind its development, which is about three hours more than the time Shrek's spent on punyu.com. So what has Tech2 made in just over 41 days? A road-racing, drifting, dragging, all-around racecar that pushes more horses than three Civic Si's combined. But this S13 didn't start off as a 700hp JZ-powered monster. It's beginnings were quite humble and not particularly extraordinary. Rewind to the 240's origin.
At the time, Andrew had a sweet supercharged S2000 used primarily as a show piece. Andrew's original intention was to build an S13 hatch with a healthy SR20DET beneath the hood to get around town (read: daily driver) so that he wouldn't have to drive the Honda. Like Carter's short-lived dream of starring along side Ron Jeremy, Andrew's time with the SR-powered S13 was fleeting. He loved the snap-happy chassis but definitely needed more power. Tech2's solution to Andrew's problem was simple in theory: pull out the SR and punch it up a bit. But here's the catch, Andrew, of course, wanted to be different. KA24DET? Naw, those suck. RB26DETT? Already too many of them. Then what?
Andrew didn't have to look very far to find a new powerplant, "I've always wanted a Supra Turbo but it's too much money for just a stock Supra. I loved how the S13 would go sideways easily, unlike my S2000 which would just spin. That is when I had the idea to install a Supra motor into a S13. I had seen RB26s installed in S13s at HIN. I figured if you can fit a RB than you can fit a 2JZ. I sold my SR20DET motor set and purchased a 2JZ auto clip from an Aristo."
And that was that, Tech2 began working on what quickly became the shop's flagship project. All the R&D was done in-house at Tech2 by Andrew and his close friend and fabricator, Bill VanTichelt. Monterrubio acknowledges the serious amount of work that would eventually lead Tech2 into creating its own JZ swap kit. "Without [Bill's] fabrication experience and knowledge this project would have never happened." It's true, if you like what you've read so far, you can actually drop a JZ into your own hoopty, if you've got $8,000 (that includes the engine, tranny, parts and labor, you big dummy). Andrew and Bill were even able to make the kit entirely free of fabrication so the Toyota mill and tranny drop right in.
Toyota's famed six is nearly bulletproof from the factory and good to go in stock trim, but Tech2 is obviously about being different, that is, if different is defined as power glutton. A Turbonetics T64 ball-bearing turbocharger means good things happen to those who boost. Add a Turbonetics wastegate, Spearco intercooler, HKS fuel rail and cam gears, custom intake manifold, Q45 throttle body, RC Engineering 750cc injectors, -8 braided fuel lines and fittings, Venom fuel pressure regulator and Aeromotive 1000 fuel pump. Let Henry Chung of Motorsports Dynamics tune it all using a PLX R500 wideband and we've got an S13 that really thinks it's a 640whp Supra. All that ridiculous power is transferred through a Centerforce DFX six-puck clutch to a five-speed 1JZ tranny which, according to Andrew, "is the strongest trans you can get except for the Getrag six-speed. Since the six-speed sells for almost $3k used, I went with a R154 out of the 1JZ which can handle 600 to 700hp with ease." Um, yeah, we'd stick with the stout $500 tranny, too.
With what some would consider the most grueling part of the swap Tech2 sought the assistance of nearby tuner Motorsports Dynamics. There Henry wired up a harness and tuned the JZ to an HKS V-Pro. Henry was able to get the engine turning without a snag, but that's not the end of this project-that'd be way too easy. While the engine was being wired and prepped, the car was stripped to bare metal and received a six-point chromoly rollcage along with all the obligatory stitch welding: Andrew wanted the chassis as stiff as possible. With the engine and chassis in check it was time to give the exterior some nipping and tucking. A Kazuya Bai-designed widebody by Origin Labs would help accommodate wider tires all around and improve the car's stance; the APR dry carbon GTC wing, front splitter and carbon mirrors just look fly. EMS'ed straight outta Tokyo, A'PEXi's N1 drift-spec coilovers drop the ride height and aren't too shabby for the track either. The 18-inch Enkei RP03's shod in Nitto NT01 rubber look that much bigger flush against the dropped hatch. But it's the we-cost-more-than-your-college-education Project 14-inch forged brakes that make us cry like little school girls. With all the exterior cues out of the way, Andrew settled on an ostentatious Lamborghini yellow. What the hell, the car has over 600 horsepower and was solely built for the track, it deserves the attention. Road racing or not, yeah, we'll call this one different.
Rb26dett Vs. 2jz-Gte
Which Is The Ultimate 240 Swap
At a glance the specs reveal that the JZ and RB are two brothers from another mother. They're both inline-six, both twin-turbo with similar compression ratios and output numbers. Before you call foul, the power numbers listed for the 2JZ are from the US-spec mill. We chose to list those numbers because many of Andrew's swap engines come from re-tuned domestic Supra models.
While both engines are capable of producing quadruple-digit horsepower, according to tuners, it's the JZ that requires less work for more hp; and when we mean hp, we're talking 1,000 hp, not your typical 350-500 hp. In comparison to the JZ, the RB's shorter stroke allows the Nissan block to rev up higher and quicker, or so says Top Secret's Smoky Nagata. And remember, if you want an RB26 you have to source an RB25 tranny, the 26's trans is AWD.
The fact of the matter is that either engine will smoke the tires and put a smile on your face. It's just up to you which you prefer. And once you do decide what engine to go with, there's a crapload of bolt-ons that will work.
RB26DETT: INLINE SIX-CYLINDER, SEQUENTIAL TWIN-TURBO
Compression ratio 8.5:
Horsepower 277 @ 6,800 rpm
Torque 293 lb-ft @ 4,400 rpm
Pros: Stupid fast, capable of insane horsepower
Cons: Not offered in the US, parts aren't as readily available, mated to AWD transmission, less tuners available in comparison to JZ
2JZ-GTE: INLINE SIX-CYLINDER, SEQUENTIAL TWIN-TURBO
Compression ratio: 8.5:1
Horsepower: 320 @ 5,600 rpm
Torque: 315 lb-ft @ 4,000 rpm
Pros:Stupid fast, capable of insane horsepower available in the US, large tuning base
Cons: Pricey whether mated to six-speed or not, US engines have higher mileage than JDM JZs, OEM parts=$$$
Owner Andrew Monterrubio
Daily Grind Pissing off Supra owners
Under the Hood 2JZGTE motor; Turbonetics T64 ball-bearing turbo, wastegate and couplings; Spearco radiator, intercooler and oil cooler; SPAL electric fans; custom purple valve covers to match HKS fuel rail, SSQV BOV and cam gears; custom intake manifold; Q45 throttle body; RC Engineering 750cc injectors; dash 8 braided fuel lines and fittings; Venom fuelpressure regulator, Aeromotive 1000 fuel pump; BMC CDA intake
Drivetrain Quaife locking LSD; Centerforce DFXsix-puck clutch Centerforce
Brains HKS V-Pro, GCC, IPM and turbo timer; PLX Devices R500 wide-band 02 meter
Stiff Stuff A'PEXi N1 drift-spec coilovers; Cusco tension rods, rear camber rods, traction rod and front antisway bar; billet subframe bushings; Kazama tie-rods
Rollers 18x9 (front) and 18x10 (rear) Enkei RP03 wheels; 245/35R18 (front) and 275/30R18 (rear) Nitto NT01 tires
Stoppers Project 14-inch, six-piston forged brakes
Outside Kazuya Bai's Origin Labs "Stylish" widebody kit;Nissan Silvia projector headlights; GT-R grille; 180SX taillights; APR Dry Carbon GTC 200 wing, carbon mirrors and front splitters; VIS carbon hood
Inside TIG welded chromoly six-point cage; Fuel Safe cell; Nismo Cluster; Tomei steering wheel; driver side Recaro SPG Racer carbon/kevlar seats
Props Tech2 team; our friend and fabricator Bill VanTichelt; Henry from Motorsports Dynamics; dad Carlos, mom Susan and sister Christina; girlfriend Melissa; Steve at Mackin; Russ at RC Engineering; Harleigh at Quaife; Andy at HKS; Dave at Origin Labs