Acronyms and Buzzwords

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SLANG REAL Name What it does
ActuatorWastegate Actuator Used to control the opening of the turbo wastegate. When a pre-set boost limit is reached the actuator will open the turbo wastegate to prevent further boost increase
Actuator Pressure  The pressure at which the wastegate actuator opens the wastegate
AFMAir Flow Meter A mechanical device which measures amount of air flowing into the engine. It consists of a sprung flap which deflects depending on the volume of air passing. This deflection is measured with a sensor to tell the ECU how much air the engine is sucking in. Used on ST165 & ST185

The ST185CS/RC models feature an enlarged AFM for slightly better airflow and performance

AFRAir Fuel Ratio The ratio of injected fuel to air in the combustion process.

The ideal air fuel ratio is 14.7:1. At this mixture the biggest possible Bang is produced from the combustion process. However, running at this mixture ratio generates a great deal of heat which can in turn lead to engine damage. To fight this the AFR changes depending on load and RPM with more fuel being added as load or rpm  increases

ARBAnti-Roll Bar Links left and right suspension together to control body roll during cornering

As the car goes around a corner the forces tens to push the body away from the apex of the corner. This results in a tendency for the car to lean out of the corner. This reduces traction on the inner wheels which is undesirable from a handling point of view.

The ARB links the wheels left to right via a springy bar. What this means is that as the body starts to roll the compression of the suspension on the outside of the car also causes compression on the inside suspension helping to keep the body level and the weight distribution even side to side

ATAAir To Air IntercoolerA generic term for an intercooler which relies on airflow over it's surface to cool compressed air which flows through if.

It generally looks like a radiator with a large amount of small fins between narrow channels. Hot compressed air flows into one end of it causing the fins to heat up. These in turn are cooled by air flowing over the intercooler. The net result is that the air goes in one end hot and comes out the other much cooler.

The 185 is the only GT-Four which uses an ATA intercooler in a topmount configuration. In this setup the cooler has a scoop on the bonnet to channel air over the intercooler. Suffers from severe heatsoak when the car is stationary as there is no cooling airflow and all the heat from the engine rises through the core

Atmos AtmosphericMost commonly used in reference to a dump valve e.g. an atmos(pheric) dump valve

In this configuration excess boost pressure is dumped direct to the atmosphere. This type of dump valve tends to be loud and makes the familiar whoosh noise that so many people associate with turbocharged cars

BarBarometric pressure Measurement of pressure, usually referring to turbo boost (see also PSI). 1 bar = 14.70 PSI
Bleed Valve  A simple valve which bleeds off pressure to the wastegate actuator allowing higher boost pressure before the wastegate actuator opens

Read the Turbo Primer for more information on how this works

BoostTurbo Boost The amount by which the inlet manifold is raised above ambient pressure. For example 9psi of boost means that the inlet manifold is actually at a pressure of 23.7psi since ambient pressure is 14.7psi nominally
BoxGearbox See Gearbox
BOVBlow Off Valve Valve located between turbo and intercooler used to relieve system pressure during sudden closed throttle moments (changing gear etc).

Improves turbo life as it helps to stop the turbo shaft from stalling or breaking due to sudden stopping of airflow in the inlet path.  Read more in the Turbo Primer.

Can be vented to atmosphere (making that wooshing noise) or re-circulated back to the inlet pre-turbo (minimizing noise - maintaining metered air). Stock only on ST205

CatCatalytic Convertor A catalytic converter is a device used to reduce the emissions from the engine.

In a stock car it resides between the turbo and the flexi exhaust section, directly behind the main cooling radiator. It's purpose is to provide an environment for a chemical reaction where unburned hydrocarbons (unburned fuel and other gasses produced during the bang) are more completely combusted. This greatly reduces the nasty gasses coming out the end of the exhaust pipe.

Car catalytic converters typically use platinum or palladium and rhodium as catalysts.

Catch Can  Part of the PCV system. The job of the catch can is to separate any oil vapor from the PCV gasses before they are fed back into the inlet system. This helps prevent the build up of contaminants in the inlet system

Fitted to the ST205 as standard (the small black plastic box located at the right rear of the chargecooler) but not present in other models.

Centerbore  On Toyotas (and most cars) the wheel is not just located by wheelnuts. The hub also has a collar which the wheel slides on to. The wheel needs to have a corresponding hole for this collar to locate in. The diameter of this hole is known as the wheel centerbore. It's 54.1mm on GT-Fours
Chargecooler  A system used to cool the compressed air charge that comes out of the turbo.

It consists of a box which sits atop the engine. This box ix connected directly between the outlet of the turbo and the throttle body. The box contains a water cooled core over which the hot post turbo flows. The water that flows through this water cooled core is then in turn passed through another radiator at the front of the car to cool it down. The net effect is to greatly cool the inlet charge while maintaining a very short path from turbo to inlet manifold reducing lag

The downside is that sitting on top of the engine it gets very hot when the car is stationary (heatsoak). It is also ultimately limited in it's heat capacity and hence power handling capacity

Used on the ST165, ST185CS/RC and the ST205. The standard 185 uses a topmount IC

CoiloverCoilover Suspension StrutA suspension system where the suspension spring actually fits over the suspension damper

Technically speaking this is something of a misnomer on the GT-Four as they are all fitted with coilover suspension. In this context almost without fail it refers to more adjustable aftermarket coilover setups

CSCarlos Sainz Rally driver; used to describe homologated ST185CS/RC model, the basis of which formed the championship winning car that Carlos Sainz drove in 1993
CV JointConstant Velocity Joint Allows one end of a driveshaft to move up and down while the other end remains stationary

In the GT4 there are 4 driveshafts, one per wheel. The front two are connected to the fixed engine at one end and the rear are connected to the fixed rear differential at the back. In all 4 cases the other end of the driveshaft is connected to the wheel.

Obviously each of the wheels can move up or down in relation to the transfer/differential. So the drive shaft needs to be able to "bend" while rotating to allow this. It is the CV joint which allows the driveshaft to do this

Damper  Part of the suspension setup used to control the suspension movement

In simplistic terms it consists of an oil filled tube with a plunger in it. As a force (from the road wheel) tries to move the plunger p and down the oil tries to prevent this. The faster the plunger moves the more resistance the oil produces and the higher the damping.

See suspension for a brief description of how the whole suspension system works

DETDetonation An incorrect ignition in the cylinder. Sounds like a loud metallic tapping noise and can be extremely damaging in a turbo application

The 3S-GTE engine uses a knock sensor to detect detonation and take appropriate measures by retarding the timing

DiffDifferential A mechanical unit that splits drive from a main input shaft to two output shatfs

Diffs are used to transfer power from the engine to the wheels but they also have to deal with another problem.

When a car turns a corner the outside wheel actually travels further than the inside wheel. So in a road car you cannot simply connect the two back wheels together. So the differential actually performs 2 roles - it transfers power from the input shaft to the two output shafts and it lets the two output shafts spin independently to each other. It is quite a complicated piece of engineering with a number of gears.

The GT-Four has three differentials. The engine is connected to one diff which splits drive between the front wheels and the rear wheels. This diff (the so called center diff) is housed in a single casing with another diff which split power sided to side between the front wheels (this whole unit is commonly called the transfer box). the rear output from the centre diff is sent to another differential at the rear of the car (the rear diff) where it is split between the two rear wheels

Downpipe  The pipe from the turbo which connects to the horizontal portion of the exhaust system. The standard pipe carries a restrictive catalytic converter
Driveshaft  Quite literally a shaft which connects the front and rear wheel to the front and rear differentials. Also has a CV joint each end to allow the wheel to move up and down
DVDump Valve See BOV
Duration  A term used generally in reference to camshafts. Refers to the duration of the cam rotation for which the valve is actually opened
DwellDwell Angle The amount of time that the ignition coil is charged for.

The angle part of the name is a throwback to the days of points based ignition systems when the points were closed for a given portion of a rotation of the distributor arm

In modern systems where the ECU controls the charging of the coil it is more commonly expressed in mS.

Dwell It is a tradeoff. Too much dwell (The ignition coil charged for a long time) and the coil can become very hot and suffer damage. Too little dwell (too short a charge time) and the coil does not build up enough charge to create a decent spark

ECUEngine Control Unit Controls all aspects of engine running.

Essentially it creates all the sparks and controls injection of fuel into the cylinder

The standard 3S-GTE ECU is made by Denso and cannot be remapped to accommodate for major changes in engine performance.

ECMEngine Control Module See ECU
EBCElectronic Boost Controller A controller used to adjust the turbo boost pressure.

It is made up of two usually separate components:-

The first part is a solenoid which is usually located in the engine bay

The second part is the electronic brains which drive the solenoid. This is usually located in the passenger compartment and often has controls which allow the driver to simply adjust boost pressure up or down.

NB you cannot lower boost below actuator pressure

EFIElectronic Fuel Injection The mechanism by which fuel is introduced into the cylinder

There are a number of components in the fuel injection system. A high pressure pump supplies fuel to the injectors. Each injector is, in simple terms, a tap which can be switched on and off by the ECU. The ECU turns the injectors on briefly to allow a calculated amount of fuel into the cylinder based on the volume of air flowing into it. Finally the air/fuel mixture is ignited to provide the big bang that creates the power

The EFI system is described in more detail here

EGRExhaust Gas Recirculation A mechanism where some exhaust gas is recirculated back to the inlet manifold. This is done to reduce harmful emissions. Not a feature on JDM cars
EMSEngine Management System See ECU although this is most often used in an aftermarket sense
EVCElectronic Valve Controller See EBC
Exhaust Manifold  The 3S-GTE has 4 cylinders, each of which needs to exhaust burned gasses. Gasses from all 4 cylinders are collected in the exhaust manifold which is essentially a pipe running across the front of the engine.

Each cylinder has a connection to this pipe and the pipe has a further outlet on the bottom. This is where the turbo is connected so that exhaust gasses from each cylinder are able to drive a single turbo

FCDFuel Cut Defenser A mechanism which allows the standard ECU fuel cut boost PSI to be increased

This is most usually done by limiting or altering the output of the PIM sensor that the ECU sees and hence fooling the ECU into thinking that boost pressure is lower than it actually is. This means that boost can be increased beyond the level at which fuel cut would normally happen


While a FCD is a useful tool it should not be used on a ST205. This uses the PIM sensor to determine timing and altering this signal will cause fuelling problems with potentially fatal consequences

FMICFront Mounted InterCooler Not standard on any of the GT-Four models which all have a topmounted cooler of some sort

A FMIC is a variation on the standard 185 Air To Air intercooler.

The significant difference is that rather than being mounted on top of the engine the core is mounted behind the front bumper. This means that it does not suffer from heatsoak like the stock ATA item

The other major difference is usually the size of the core. While the 185 ATA core is of modest size front mount units are usually significantly larger

Should be considered an essential upgrade for any high power car or one which is expected to take prolonged "abuse" such as a track day special

FPRFuel Pressure Regulator Part of the EFI system the FPR regulates fuel pressure within the fuel rail keeping it at a constant pressure above the inlet manifold.

In any turbo application this means that the fuel rail pressure must increase as boost increases to keep the differential the same. This type of regulator is commonly referred to as rising rate

Fuel Cut  This is one of (a few) self protection systems built into the ECU.

The ECU monitors boost pressure via the PIM and if this exceeds a preset limit the ECU will cut fuel to the engine. This has the immediate and somewhat alarming effect of effectively switching the engine off to prevent possible damage

Fuel cut is there for a reason and it is important to understand this before using a FCD. The ECU knows (see maps) how much fuel to feed the engine and how to alter the timing BUT there are limits to it's knowledge. When boost pressure exceeds it's limits the ECU simply cannot fuel or time the engine correctly. Since this can lead to serious damage the ECU will shut the engine down. If you override fuel ct you are preventing one way of the ECU saving your engine. This is acceptable as long as you know the risks and are careful in upping boost levels

Gearbox  Basically a device for changing the rotational speed of the engine output shaft

The gearbox has an input shaft (which is connected to the crankshaft via the clutch assembly). There are a number of gear assemblies connected to this shaft which are driven by the engine.

At the other end of the gearbox is the output shaft. This also has a number of gear assemblies attached to it. Depending on which gear is selected different gear clusters on the input and output shafts are meshed together to provide a different cog ratio which in turn changes the number of engine revolutions per wheel revolution

Heatsoak  A phenomenon usually most apparent when the car is stationary

The 3S-GTE is a very hot running engine. Consequently when the car is stationary the engine bay rapidly gets very hot and all of the ancillary components in there also get very hot as the literally soak in the heat

This causes the greatest problem for inter/charge coolers which are located in the engine bay (as they are on all stock GT-Fours) as they rapidly become hot and loose their cooling ability leading to very high temperature air being sucked into the engine. This can lead to detonation

If your car has been stationary for a while you should take it easy for a while to let airflow cool everything back down to normal operating temps

IATInlet Air Temp Sensor This is used to measure the temperature of air entering the engine

The ECU needs to know the temperature of the air so that it can work out the volume of air entering the engine since air density changes with temperature

The ST1x5 models have an air temp probe built in to the AFM assembly while the ST205 has a separate sensor built into the inlet manifold

InjectorFuel Injector Injects a measured amount of atomised fuel into the inlet manifold under the control of the ECU

The ST165 and all ST185 variants use 440cc injectors. The ST205 uses 540cc injectors

The ST165 uses topfeed injectors where ST185 and ST205 models all use sidefeed (although they do not share a fuel rail)

Insert  An aftermarket damper which can be fitted into a stock suspension strut

Note that the GT-Four rear struts are all technically sealed units so fitting new damper inserts is not straightforward

Intercooler  A generic name for a heat exchanger system used to cool compressed air from the turbo. See ATA, FMIC and TMIC for
Inlet Manifold  Each of the engines 4 cylinder has an inlet where it draws in the combined air/fuel mixture for the combustion process. In the 3S all 4 ports are commoned together in a large single chamber known as the inlet manifold. It is the large aluminium "pipe" for want of a better word which is connected to the intercooler towards the rear of the engine bay

On a technical note the ST165 and all ST185 model inlet manifolds are very different to that of a ST205 due to the presence of the T-VIS system on the ST1x5

ISCIdle Speed Control A small device which allows the ECU to control the tickover speed of the engine.

When the butterfly in the throttlebody is completely closed no air can flow past it. In this situation the engine would stop without an air supply. It gets this from the ISC valve which allows a small amount of air (controllable by the ECU) to bypass the throttle body. By varying the amount of this air the ECU is able to carefully control the idle speed of the engine

On the ST165(only) there is an adjustment screw on the throttlebody to help set the idle speed. On all other models the idle is completely ECU controlled

JDMJapanese Domestic MarketRefers to a car (or part) that originated in Japan. Common slang to refer to a car which has been imported from Japan
Knock  See Det
Lift  The amount by which the camshaft opens the valves

Increasing valve lift can help to increase flow capacity but it slows down the air at low rpm and causes a loss of low end power

LSDLimited Slip Differential While a "standard" open diff allows the wheels to rotate independently (with the possible problems that come with that) a limited slip differential actually limits the allowable difference in rotation between wheels. So in the scenario where one wheel starts to spin the differential will only allow so much before it "locks up" and links both  wheels together

There are various methods of doing this with Torsen (TORqueSENsing) being the most common. In this system the diff intelligently diverts torque away from the wheel which is spinning faster (i.e. slipping) to the slower wheel. Technically speaking this is an ATB (Auto Torque Biasing) diff not a LSD but in common parlance it is referred to as a LSD

Lump  Another slang name for the engine
MAFMass Air Flow Measures the amount of air flowing into the engine. This, together with the air temperature, is used to determine how much fuel should be added to make the correct bang in the engine

Not used on the 3S-GTE which uses either an AFM or a MAP/IAT system

MAPManifold Absolute Pressure Measures the absolute air pressure in the manifold

This, in combination with the IAT sensor allows the ECU to determine how much load is on the engine and which entry on the fuel and ignition Maps it should be using to run the engine

Only used on the ST205

MapsECU Maps The ECU controls fueling and ignition timing for the combustion process. To do this it looks at how much load the engine is under (from the MAF in a ST1x5 or from the MAP/IAT system in a ST205) as well as the engine RPM

Armed with this information it will then consult two maps - one for amount of fuel and one for amount of ignition timing

The maps themselves are made up of a 2 dimensional table. One axis is indexed by the engine rpm and the other is indexed by engine loading

At any given rpm the ECU will select that RPM row (or the closest to it) and then move along the row until it reaches the column corresponding to the current load on the engine. It then uses the value from this single cell to determine how much fuel the engine needs (from the fuel map) and how much ignition advance it needs (from the ignition map)

MBCManual Boost Controller A valve used to bleed wastegate activation pressure in an effort to increase boost

Usually refers to a Relief Valve

NANormally Aspirated A non-turbo car. Not a GT4 then
Offset  The amount (in mm) a wheel's hub mating surface is offset from the wheel centerline (zero offset would put the hub in the center of the wheel). See the Wheel Primer for a better description
Open Diff  A simple form of diff where there is no limit on the differential rotation speed between one wheel and the other

The advantage of this on a road car is that it will go round very tight corners where one wheel is rotating much faster than the other

The disadvantage is that if one wheel loses traction it will spin continuously leaving the other wheel with do grip to drive the car forward

PCDPitch Circle Diameter Defines the diameter of an imaginary circle passing through the middle of each wheel bolt. Also usually specifies the number of wheel studs. The Celica (all models) uses a PCD of 5x100 meaning there are 5 studs in a circle of diameter 100mm
PCVPositive Crankcase Ventilation In every engine some of the combustion gasses will always blow past the piston rings when the cylinder fires. Left unchecked this will pressurize the crankcase and place additional unwelcome load on all of the oil seals in the engine

To combat this the crankcase is actually ventilated to avoid any pressure buildup from exhaust gases.

Is standard cars this vent is actually connected back to the air inlet system to prevent the emission of harmful oil/exhaust fumes into the atmosphere.

As the engine becomes older and more work the PCV system can actually start to re-circulate fine oil vapors back into the inlet system. To overcome this a catch can may be fitted

Propshaft  Essentially another form of driveshaft but this has a very specific meaning

A propshaft connects drive from the engine at the front of the car to the rear differential at the rear

PIMPressure at Intake Manifold See MAP
PSIPounds per Square Inch Measurement of pressure, usually referring to turbo boost (see also Bar). 1 PSI = 0.0689 bar
RadRadiator Used to cool water in a cooling system. All models have at least one radiator (just behind the slam panel) which cools the engine coolant. ST165, ST185CS/RC and ST205 models have a second radiator situated just behind the front bumper. This is used to cool the water in the chargecooler system. Cars with AC have an additional radiator which is used to cool the coolant in the AC system
RCRally Champ Same meaning as CS
Recirc RecirculatingA variation of the Blow Off valve where excess boost pressure is fed back into the inlet system rather than to atmosphere

The ST205 uses a recirc dump valve as standard and all the other ST1x5 models work best with recirc

RVRelief Valve A device for controlling boost pressure.

It works by blocking the turbo to wastegate line until a preset pressure has been achieved. This is generally done using a ball bearing and spring mechanism. When pressure is low the ball beating is held at one end of a tube by spring pressure. As boost pressure increases the ball bearing will try to lift until eventually boost pressure overcomes spring pressure opening the valve and exposing the wastegate to boost pressure as normal

While this is a very simple idea it can be a very effective and very cheap way of increasing boost pressure. The drawback is that they are prone to pressure variation over time and can often become clogged by engine oil vapour causing unwelcome boost variations

Solenoid  A generic name for an electrically operated mechanical switch.

In turbo applications it is most likely to be used in a boost controller solenoid context. This allows a boost controller to electronically control the bleeding of pressure from the wastegate resulting in an increase in turbo boost pressure

SpringSuspension spring The main weight carrying part of the suspension. It is these springs which actually hold the weight of the car. In simple terms it is a coil of spring steel which compresses under loading.
StrutSuspension Strut The GT-Four has four suspension struts - one for each wheel

Each strut is made up of two distinct parts - the damper assembly and the spring

In all versions the strut can be removed from the car as a complete unit

Superstrut  Front suspension setup used on the ST205 model. Aims to keep front wheel camber constant during cornering and suspension travel to improve the overall handling.

The system is quite complex and prone to wear over the course of 40-50k miles

Quite expensive to replace when it does eventually wear


There are two main components in a suspension system - springs and dampers, both described in simple terms elsewhere

The overall suspension performance is determines between the interaction of these two basic components which interact with each other

If the car was only supported by springs, with no dampers, it would be very unsafe and unpleasant to drive. If the spring is compressed (say by a bump) it stores that energy then releases it when the compressing force is removed. However, the spring will not stop at it's original length but will extend further than it should, then compress again etc etc. This results in an extremely unpleasant oscillating motion which makes the car very hard to control. You can actually see this in action even on a damped car. If you press firmly down on a wing for example you see the car sag then rebound, oscillate a little, but very quickly settle back to it's original position. Un-damped the oscillation would just keep going

This controlling or Damping force is provided by the damper. The resistance from this damper will quickly stop the oscillations

Suspension tuning is a very long subject and many books have been written on this subject alone. One thing to remember is that if your car is on the original suspension it is now likely to be very tired and in need of replacement

TBThrottle Body This controls the flow of air into the engine. It basically consists of a rotating flap in a pipe. When the flap is closed the engine is starved of air and will not produce much power. When the flap is open the air can consume as much air as possible producing it's maximum amount of power

On all GT-Four standard cars it is attached between the inlet manifold and intercooler towards the back of the engine bay. Easily identified by the control cable connected to it (and the accelerator pedal)

The ST205 features a larger throttlebody than other models

TMICTopMount InterCoolerThe variation of the Air To Air intercooler as used on the ST185 model. The air to air core is mounted on top of the engine block, hence the name topmount

See also heatsoak

TPS Throttle Position Sensor Allows the ECU to determine how much power the driver is asking the engine for by measuring the position of the accelerator pedal. The ECU can then adjust engine fuel and timing parameters accordingly

NB the TPS sensor is actually located on the throttle body not the accelerator pedal

TTEToyota Team Europe Branch of Toyota involved in motorsport, particularly rallying in the past with the ST165, ST185, ST205 and Corolla based WRC cars. Recently involved in Le Mans and currently they have a very successful  F1 team
Turbo  Uses a turbine in the engine exhaust to drive a compressor in the inlet system creating positive pressure ultimately forcing more air into the engine

Read the Turbo Primer for an introduction to turbo systems

T-VISToyota Variable Intake System Series of vacuum actuated butterfly valves located after the upper intake runners. They close 1 of the 2 runners going to each cylinder at low rpm to promote torque. Not present on ST205; removable on ST165 & ST185 with minimal low RPM loss and high rpm gain
T-VSV  Allows the ECU to control boost pressure. Is is basically a simplified version of an EBC solenoid which allows the ECU to bleed pressure from the wastegate to achieve it's target boost map.

In 1x5 models this appears to be an electronically controlled Bleed Valve

In the 205 is actually is a boost control solenoid

Twin Entry  Contrary to popular belief the GF-Four is not a twin turbo. It is a twin entry single turbo

What this means is that the path to the exhaust turbine is actually divided into two separate channels with two cylinders coupled together into a single channel into the turbo

The principle advantage of this is that exhaust gas pulses are spread out better reducing pressure in the exhaust manifold. In a "normal" system all of the cylinders feed into a single manifold. As each cylinder exhaust there is a spike in manifold pressure caused by the restriction of the turbo. Consequently manifold pressure is relatively high and this can start to effect the flow of exhaust gas out of each cylinder

In the twin entry system cylinders 1&4 and cylinders 2&3 are twinned together. This means that there will always be a cycle of non firing in each of the twin entry manifolds (the engine fires 1,3,4,2) reducing average manifold pressure

Present on ST185 and ST205 models only with the ST165 having a normal "single entry" type turbo

Undertray  The plastic covers underneath the engine bay

It is difficult to say whether they make any aerodynamic difference to the car or not. Certainly UK spec cars have a scoop in the undertray to direct cold air at the transfer case which may help cooling but it is not obvious that cooling would suffer if the tray was completely removed

One thing for sure though, the trays do keep a great deal of road dirt out of the engine bay and removing them quickly results in an extremely dirty look under the bonnet

VSVVacuum Switching Valve Used to control things affected by vacuum. it is basically an electrically controlled open/close pipe switch very similar to a solenoid
Wastegate  Controls the amount of boost the turbo generates. The wastegate will either force exhaust gasses through the turbo creating boost or it will force them around the turbo where they cannot create boost
WIWater InjectionA system which allows the injection of small amounts of water vapor into the inlet air system

The main purpose of this is to cool the inlet charge reducing the chance of detonation and making the standard intercoolers slightly more efficient. It also enables higher power to be run for longer periods of time without charge temperatures climbing into the danger zone

Xtrac  The 5 speed sequential gearbox used on the rally cars

Still obtainable today but cost prohibitive to say the least

3S-GTE Toyota engine used in all Celica GT-FOURs, although with differences from year to year (or month to month for 1986-1988 models)