gtfour.ca

I have seen a tonne of web pages out there telling you exactly what it takes to make your 3S-GTE powered car fast. You can pretty much follow a few directions listed out for you and reach very respectable power figures. I have decided to take a different route on my web page. Although I have included write-ups on the modifications to my car and the reasons for doing those mods, I think it would be extremely valuable to know what makes these cars blow. So this is my "how-to" on blowing the 3S-GTE.

As a community, I hope that we can use the misfortune of some to benefit others. This sounds bad, but really, I think people need to know what DOESN'T work and why. Hopefully some old myths can be squashed, and people can find that there is a SAFE way to modify your engine, if you know which precautions are important to take.

I have compiled the information submitted by those who have blown their 3SGTE into a chart. This chart lists the cars specs at the time of engine failure. For the time being, I will allow you to draw your own conclusions from this information. Please note that the modifications listed are only those that could be relevant to the engine failure, and the owner may have had additional modifications installed at the time of engine failure as well.

To submit your information for your 3SGTE engine failure, please scroll to the bottom of this page and fill out the form.

Personal Info	Vehicle/Engine Info	Modifications	Engine Failure	Additional Comments

Chris Dittrick www.gtfour.ca Calgary Alberta Canada	1988 ST165 1988 gen 1 3SGTE - 13,000 km (rebuild) 92 octane fuel 14 psi Stock spark plugs	Rebuilt engine Ceramic coated pistons TRD MHG Straight intake w/ air box Ported head 50 trim CT26 (no clip) Ported exhaust manifold	Cracked 3 of 4 piston ring lands, only #2 was blowing through. Compression results: 170/120/160/160. Huge clouds of smoke under acceleration. Perfect idle.	Suspected detonation, or lean conditions. Possibly a combination. Stock fuel pump may have given out, or detonation from running 14psi could have caused the problem. At the same time my knock sensor failed, probably from a large amount of knock/det.
Ken Blake www.koracing.net Portland Oregon USA	1993 MR2 T 1993 gen 2 3SGTE - 101,000 miles 92 octane fuel 21 psi Denso IK22 plugs	Street Brawler T3/T4 .48 stg3 TO4E-46 KO Exhaust Intake Eliza Speed Density conversion G-Force Techtom ECU Dual feed rail with 440cc/min inj SX A-FPR @ 35PSI base pressure	Car would no longer make power was blowing oil out the PCV breather. Compression check yielded 190PSI in 1, 2 and 4, and 130PSI in 3.	-
Jay Bemont Elgin, IL USA	1992 ST185 1992 gen 2 3SGTE - 101,000 miles 93 octane fuel 12.5 psi Plugs: 1 step colder than stock	Bov Gutted cat CM stg.3 clutch Fidanza FW 3ang. Valve job mild port greddy bcc TRD metal hg K&n filter in stock box	Lost third cylinder ring or ring land. No sign of severe detonation. I am assuming it was detonation, but ring could have just given out due to higher compression. Plugs looked fine, no sign of long time lean condition. 164/165/58/165 compression.	I don’t care what anyone says about what is a safe boost level for this car. I think anything over 12psi is bad. Anyone running 15 psi on a stock setup either has a fluke from the factory, or is living on borrowed time. I am 30 years old and have had many tuned cars, and I know when I am abusing my cars, and four runs on a track at 12psi should not cause a condition for a blown cylinder. EGT was never above 1200 degrees F. Ambient intake temp at throttle body was around 110 degrees at time of failure. I don’t think this is high enough to cause bad detonation. Knock sensor code was never thrown.
Aaron Hastings San Jose California USA	1995 Celica GT 94-98 gen 3 3sgte - 101,500 miles 93 octane fuel 15 psi NGK BCP7E plugs	Haltech E6k FMIC Supra TT fuel pump	The engine blew up on the dyno after producing 237 ft.lbs of torque to the wheels. After further inspection it appears that the injector on cylinder 3 was having problems and caused a lean condition blowing a big chunk of the ring land on the piston.	If you have a standalone system bump up the injector trims on cylinders 2 and 3 a bit as these cylinders tend to lean out earlier. Never assume an engine is fine when an importer ships it to you. Do a compression test and inspect all ignition AND fuel systems. My mistake was to assume that all the injectors were good before tuning it and doing dyno pulls with it.
Lee Dawes Australia	94-98 gen 3 3sgte - 70,000 miles 98 RON fuel 1.3 bar NGK BKR7E plugs	Motec EMS Erl water/methanol injection Blitz air cleaner and decat pipe Exhaust Stock internals Stage 2 CT20B turbo	Broke No3 piston ring lands	More than 1.2bar boost on stock pistons ain't good.
Stuart Fraser UK	Celica ST205 94-98 gen 3 3sgte - 76,000 miles 98 RON fuel 1.1 bar	Apexi exhaust Blitz induction Apexi dump valve Relief valve	Blown piston ring lands on cylinder three.	-
Henry Chan 1badgt4 on Cardomain oakland, central val, SD USA	1988 ST165 1988 gen 1 3SGTE - 91 octane fuel 14 psi	46 trim CT26 K&N intake 3" straight exhuast Fidanza Flywheel	cold morning run 4th gear 14psi, let off gas, noticed idle @ -10, lots of grey? smoke inside and outside, car still ran. I knew it was missing a cylinder at this time. I pulled over and the whole engine bay was covered by oil, and dip stick popped out. comp test 120, 110, 0, 95.	Head is not off, yet. Injectors might have failed with a upgraded 46 trim ct26 and stock fueling.
Peter Davelaar Holland	1991 MR2 T 1991 gen 2 3SGTE - 101,600 miles 98 RON fuel 22 psi NGK spark plugs	Greddy T67, manifold, type R WG Full exhaust w/ WG dump tube ATS TB Inlet/TB upgrade ATS 7mm Fuel Rail/FPR upgrade ARP Head studs Spearco SMIC Zeitronix Wideband monitor, egt, boost RC Eng 550cc injectors Gen 3 ECU Swap - MAF to MAP conv Ferrea head kit, valves retainers springs OEM new HG Turbo XS type H Bov MSD spark plug wires Trueleo Intake Manifold –shortrunner Gutted T-VIS plate	Id try to make a run at 28 psi, had a lot of knock, and then my pistons where toasted, knock sensor broken - 2 liter of oil lost, and my crankshaft was out of balance. My other failure on the dyno my oem intake manifold was leaking, broken in the left side. I wasnt able anymore to boost, I made 60 rwhp in that run. At this moment my engine is running again, and Ive added 2 HKS 264 cams.	My engine was just fully rebuilt, and sounds wonderful till 22psi for almost 600 miles long. 28psi was a little too much, stupid me. The intake manifold failure because I tightened up my TB to the valve cover without the spacers.
Avery Bay Area, CA USA	1991 MR2 T 1991 gen 2 3SGTE - 130,000 miles 91/92 octane fuel 14/15 psi Copper plugs, one heat range colder	Greddy IC GForce ECU(basic 92 octane program) HKS intake	Headgasket failed due to excessive/repeated detonation. On tear down found pitted piston tops, cylinder scores, mild contact on outer crank bearings, cylinders very ovaled. All signs of heavy detonation.	I think everyone should know what detonation is and how to identify it quickly before modifying/racing any engine. I was led to believe the intercooler heating up and not cooling the air charge took away enough air density to significantly reduce power(10% or much more). Now I believe, right or wrong, significant loss of power when the intake charge heats up is due to detonation/knock retard. With the mods I had and when California switched over to 91 octane from 92 it was not enough octane to avoid detonation with higher air charge temps. I did not know much about detonation at the time and basically drove it until it broke(overheating from HG failure).
JoShua Fuller Web Site Indiana USA	1991 MR2 T 1991 gen 2 3SGTE - 80,000 miles 94 octane fuel 20 psi NGK 6097 plugs	HKS VPC ApexI safc 550 RC top feed inj hux top feed fuel rail SX afpr 6an fuel lines NOS fuel gauge Greddy TD06SH-20G turbo upgrade See website for complete list.	When boosting thru 1st, 2nd, and 3rd gear the car would overheat. Coolant would come out of the overflow. I could drive on the highway or around town and you would never know. Compression was more than acceptable in all cylinders. After eliminating every possible solutions except taking the motor apart I discovered the head gasket had a bend in the metal ring that surrounds the cylinder bores. The top of the block also had pits so that had to eventually come out too.	When I bought the car it had hesitation problems and black smoke above the exhasut. If you plan to make more than 250-275 whp then I would suggest buying an ems and expect spending fair amounts of money to make the car run right.
Mike Keck Las Vegas, NV USA	1991 MR2 T 1991 gen 2 3SGTE - 91 octane fuel, 100 when racing 15 psi, 20psi a couple times Crappy Bosch copper plugs	Rebuilt cylinder head w/ stage 1 port work HKS metal HG, TVIS removed TD06sh turbo Greddy IC TT Supra Fuel Pump 540cc Blitz injectors Intake, exhaust 93 TB inlet stock bottom end	Piston cracked ring land on 15 psi pull. Compression tested at 90 psi. Smoke coming out of breather, heavier smoke while accelerating.	I boosted 20 psi twice, only 2nd gear pulls. Well a few weeks later after a 15 psi 2nd gear pull I noticed the cars idle was off. My first thought was a blown engine. Sure enough the #2 cylinder had low compression. I dont know the exact cause of the cracked ring land. Its possible the 20 psi pulls starting the hairline crack, or it just happened on the 15 psi pull, untuned.
Wayne Gregory UK	1990 ST185 1990 gen 2 3SGTE - 160,000 miles 6 psi	hks super mega flow induction kit hks manual vbc bailey dump valve hks fcd	At my 1st rolling road, they started running and smoke was coming from my car. I didnt know that my car smoked when driving. engine was gradually reved higher and higher and all the time smoke was pouring from the back of my car. During the main run when turbo was coming on and off, big puffs of blue smoke were coming out the exhaust. When the dv released at very high revs, as it hasnt done it much before, the car was sprayed with oil, and during the rolling road my engine was leaking oil from all over the place, turned out to be pistons and rings had gone. Compression test showed: 1: 11.3bar; 2: 3.2bar; 3: 4.8bar; 4: 11.0bar; as you can see numbers 2 and 3 were knackered, leakdown test showed number 2 was leaking as well, still managed 149.9BHP and 168.1 lb-ft though	I had only owned the car for apx 6 months, and had no trouble with it, was pulling hard, accelerating and I had never noticed any smoke from the back, I didnt know there was any problems with it until the rr, most people were very surprised it was still driving. But I used it for weeks after and replaced the engine in the end.
Mina Haroun Web Site Miami FL USA	1994 Celica ST 1994-98 3rd gen 3sgte - 30,000 miles 93 octane fuel 19 psi Stock spark plugs	FMIC with EVO 8 core Greddy Profec B Spec II EBC SDS EFI 4f Coil system w/ display Custom 3” Exhaust HKS SSQ BOV Halmeter Digital A/F Gauge Wallbro Supra Fuel Pump Unorthodox Racing Underdrive Pulley	One cold night my engine overboosted and cracked a ringland. I got a lot of blow-by when I boosted, otherwise the car was fine. I did compression test and it came out fine. I used nothing but shell gas, and that night I added octane booster. Notice - shell gas stations currently have no gas because their gas was found to contain too much sulfate or something. Maybe that was the blame.	Also, the car ran fine until I came up against this srt-4, raced, it beat me, I turned up the boost to 17psi, and it finally fried the pistons.
Wayne Gregory Web Site UK	1990 ST185 1990-91 2nd gen 3sgte - 160,000 miles 6 psi	HKS induction kit HKS manual vbc Bailey dump valve HKS fcd above mods were on at the time	Was at my 1st rolling road. Started running and smoke was coming from my car - I didnt know my car smoked when driving. They were gradually revving higher and higher and all the time smoke was pouring from the back of my car, so during the main run when turbo was coming on and off, big puffs of blue smoke were coming out the exhaust. When the DV released at very high revs, as it hasnt done it much before, the car was sprayed with oil, and during the rolling road my engine was leaking oil from all over the place. Turned out to be pistons and rings had gone. Compression test showed: no 1. 11.3bar; no 2. 3.2bar; no 3. 4.8bar; no 4. 11.0bar; Numbers 2 and 3 were knackered. Leakdown test showed number 2 was leaking aswell. Still managed 149.9BHP and 168.1 LBFT.	I had only owned the car for apx 6 months, and had no trouble with it. Was pulling hard, accelerating and I had never noticed any smoke from the back. I didnt know there was any problems with it until the RR. Most people were very surprised it was still driving. I used it for weeks after and replaced the engine in the end.
Jose Correa Personal Web Site Puerto Rico	1987 Celica GT-S 1992-93 gen 2 3SGTE - 60,000 km 93 octane fuel (Shell) 0.7 BAR Stock spark plugs	Haltech F9 3rd gen 3sgte ct-20 turbine Greddy profec A 2.5 catback 3sfe metal head gasket (thick) spearco FMIC	Car lost power, no pinging heard, tested Compression. 180, 80, 180, 180. Ring land damaged	Repaired 2 months ago after another piston failure.
Ben Gebrosky Pittsburgh, PA USA	1992 Celica GT 1990-91 gen 2 3SGTE - 100,000 km 94 octane fuel Stock boost NGK V-power spark plugs	At the time of the failure, the engine was stock. A cone filter and a 2.5” exhaust was installed.	The #4 piston cracked in half, the damage took out the lower two piston rings, completely removed half of the piston skirt, and some stress damage was visible in the ring land area. Compression prior to failure was 65 psi. This may have been caused during shipping of the motor from Japan, the motor never really worked right when I bought it.	The engine drove for 30 miles AFTER the piston basically cracked in half (I knew the motor was screwed, so I decided to save on towing costs). Upon tear down, it was discovered that the cylinder bore had no major damage, and the bottom end bearings were surprisingly in good shape considering the amount of scrap metal pulled out of the oil pan and pick-up. The motor was bottle honed, cleaned, and re-assembled with a new piston, it is now running perfectly.
Tristan Hewitt www.wtfauto.com Australia	1996 MR2 T 1994-98 gen 3 3SGTE - 74,000 km 98 octane fuel (RON) 18 psi HKS Iridium spark plugs	Apexi N1 Exhaust HKS Power flow filter MBC TRD LSD	Melted #4 piston, Cracked ring lands on 2, 3 & 4	Crank pulley outer section slipped in relation to the inner, putting the timing mark off (retarded). I attempted to advance the timing to compensate but took it a bit far and the resulting detonation destroyed the pistons as soon as intercooler temps went up.
Tristan Hewitt www.wtfauto.com Australia	1996 MR2 T 1994-98 gen 3 3SGTE - 90,000 km 98 octane fuel (RON) 20 psi NGK BCPR6E spark plugs	Apexi N1 Exhaust Apexi intake filter MBC TRD LSD Apexi AFC GT30 turbo Custom manifold Arias pistons Eagle rods Shot peened crank TTE head gasket	Cracked cyl #2. Sleeved it then cracked cyl #3. sleeved it then re-cracked cyl #2 again.	Direct result of high EGTs due to fuel lean out. All caused by lack of fuel delivery (injectors too small).
Tristan Hewitt www.wtfauto.com Australia	1996 MR2 T 1994-98 gen 3 3SGTE - 4,000 km (rebuild) 98 octane fuel (RON) 22 psi NGK BKR6E spark plugs	Apexi N1 Exhaust Apexi intake filter MBC TRD LSD Apexi AFC GT35 turbo Custom manifold Tial wastegate Arias pistons Eagle rods Shot peened crank Stock gen III head gasket ARP main studs ARP rod bolts Clevite bearings Greddy emanage ECU HKS fuel rail Denso 800cc injectors	Cracked Cyl #2...... again. This was a fresh block.	Compression was quite simply too high on this motor for the boost I ran. This combined with poor ECU tuning brought out high EGTs again, cracking the cylinder wall.
Josh Bartlett Sydney Australia	1988 AW11 1994-98 gen 3 3SGTE - 50,000 km 98 octane fuel (RON) 8 psi Platinum spark plugs	3 inch exhaust with stock dump ST205 intercooler	Failed ring land in number 3 piston. Compression 165-160-85-163. The fuel pump I used when I did the conversion of the 3S into my AW11 was a stock SW20 turbo pump, this pump was lazy and when I boosted it one time the fuel pump made a very bad almost scraping like sound and the engine ran lean for a second or two.	-
Bryan "Noshoes" Moore noshoesspeedworks.com Va Beach, VA USA	1991 MR2 (3s-gte Swap) Gen 2 3SGTE -	See Engine Failure for details on modifications.	1) Summer 1999, USDM 91 3S-GTE w/CT26, 158Kmiles : spun a bearing from running repeated dragstrip runs on low oil. 2) Spring 2001, stock USDM 93 3S-GTE w/CT26 (with cams), 93K miles : ring land destruction on high speed highway run, had swapped in 550s (not needed on CT26) on AFC/VPC combo (too much timing). 3) Summer 2001, stock USDM 91 3S-GTE rebuild w/CT26 (with cams) 123K miles: ring land destruction on high speed highway run, 550s AFC/VPC combo (too much timing). 4) Early Fall 2002, built USDM 93 3S-GTE w/CT20B (15K miles on motor): Popped head gasket on high speed highway run, 550s on AFC/VPC combo (too much timing). 5) Nov 2004, built 93 3S-GTE w/CT20B (19K miles on motor): broke Ferrea valve spring (lack of machining to inner spring seat), spun rod bearing from contaminated oil. Broken bits of valve spring were in pan, ALL bearings werescored and crank was trashed.	I don't bother with the AFC anymore for 2 reasons: 1) It inadvertantly adds timing when you "take out" fuel to compensate for 550s. 2) Any Joe Schmo can operate one. Why in the world should someone fly me across the country to do something they could do themselves? I _DO_ like the AFC when it is used on the STOCK fuel system, either on the gen2 or gen3. It's awesome for taking out just a few percent to clean up the fuel curve, which also adds just a tad of timing which can be offset with the distributor, or can be compensated with water injection. When used in this manner, the AFC is a very useful tool. Throw in a set of larger injectors while using the AFC to compensate for them, and you end up with a time bomb waiting to happen. If used with larger injectors, you HAVE to run race gas at higher boost levels. The only reason "HYDE" has lived so long is because Jeff gives it race gas AND water injection to offset the timing increase. See mr2oc.com thread for further details

Personal Info	Vehicle/Engine Info	Modifications	Engine Failure	Additional Comments

Chris Dittrick www.gtfour.ca Calgary Alberta Canada	1988 ST165 1988 gen 1 3SGTE - 190,000 km 92 octane fuel Stock boost Stock spark plugs	No mods at this time	Really bad rod knock. Oil drain plug fell out while on the highway. No warning of any oil leaks prior to the event.	This one was almost impossible to predict. Keep an eye on your oil level all the time, and make extra sure that drain plug is tight!
James Unger USA	1988 ST165 90-91 gen 2 3sgte - 100,000 miles 92 octane fuel 12 psi	HKS 264 cams Adj. Cam gears ST205 intercooler with VW Passot radr and 20gpm pump Adj. FPR Dual entry fuel rail t3-t4 46trim Cam Bucket conversion Exhaust Hks fuel cut defencer	I have blown my engine 3 times. Two years ago: oil filter came loose + lost oil and rod bearing. One year ago: installed stock used JDM 185 engthat had bad oil pressure, it also lost a Rod bearing. This year I did a new rebuild. I used ARP head studs and HKS head gasket. I blew the gasket on account of failure to add grease to the threads of the studs. I put grease on the washers and nuts but not the threads. It caused improper torque down. When the gasket blew it sent all the oil in the engine out the blow by tube in just two miles during a rally special stage. Again, I lost a rod bearing.	Two of these Blow-ups could have been avoided with just a simple dummy light for loss of oil pressure. I do have a beautiful Auto meter Oil gauge, but I can’t check it often enough while at speed. It probably only takes a few secs at full throttle and 6000rpm. Racing can be expensive...
Stephen Gillies England UK	1988 ST165 1988 gen 1 3SGTE - 123,000 miles 98.6 RON fuel 7 psi One grade colder than stock plugs	Stage one CT26 Fully Reconditioned head TTE 1.2mm MHG TTE GRP A Charge Cooler, Wrapped sides and bottom TTE GRP A Front IC Rad, Spal puller fan IC Reservoir holding 7L (total 8.7L) ERL Water/methanol injection 0.5 mm jet Straight intake with Cone mesh filter 3” exhaust TRD Engine mounts 205 Gear box 4.285 Final drive	Nasty knock @ 2500 rpm upwards and on cold start up. Drove it for a year like this then dropped the sump. Found badly damaged big end shells, no damage to the crank fitted new end and main bearings. Whilst re-torqueing the N01 end cap I could not obtain the correct torque. Turns out the con rod bolt had stretched causing the demise of No1 Big end bearings only. Fitted new con rod bolt and standard size shells and still going strong 30k miles later. Guess I was lucky.	Investigate rattles knocks asap
Malcolm Graham Auckland New Zealand	1989 ST185 90-91 gen 2 3sgte - 200,000 km 98 RON fuel Stock boost Nippon Denso	No mods at the time	I did an oil change, put in ~3.5L of Mobil 1 5w50, just under full on dipstick. While at the track suddenly the car felt a bit down on power, and there was a knocking noise. Dismantling and inspecting the bottom end showed the #4 con rod bearing was absolutely demolished. There was approx 1L of oil in the sump drained.	Carelessly forgot to check oil for a week, when I did there was no oil showing on one side of the dipstick but on the other side it was halfway between F and E so, not wanting to believe that I had gone through 2+ L of oil in a week, decided it must be fine. That night I was racing someone on the motorway, oops...I was 17 back then and notably stupid. Apparently 3SGTE’s prefer to have oil in them, rather than not...
Andrew Mccormack London UK	86-89 gen 1 3sgte - 129,000 miles 97 RON fuel 12 psi NGK BKR7E plugs	dump valve panel filter	Engine big ends went due to lack of oil. One minute the oil was there and then it all disappeared. I didn’t notice until the knocking started and by then it was too late.	I don’t know why the oil went I can only assume the drain plug fell out following an oil change by the Toyota dealership. I now do all my own labour.
Jim Lau www.jimlau.com Ann Arbor, MI USA	1988 ST165 1988 gen 1 3SGTE - 126,000 miles 91 octane fuel Stock boost Stock spark plugs	Aussie 3" downpipe	Rod bearing failure. I was on the highway, going about 75-80mph, noticed it smoking black (unburned fuel, possibly from my cracked I/C-Intake tube), so I let in the clutch to slow down and back off the engine. The engine stalled, but I was able to restart it. I had an RPM-related clunk, sounded like from the block. Engine still idled fine. It would stall after running for about 30 secs, and became increasingly hard to restart. After it was towed back to the garage, in the final blast driving it up onto ramps (under its own power), it blew the gasket around the oil filter, and drained it's oil on the floor.	Turned out to be a rod bearing failure on cylinder #1. The other bearings were showing some wear as well. I think this is due to lack of proper oil changes. I had not had the car a year at that point, and was unsure of it's history.
Mike Ontario Canada	1988 ST165 1988 gen 1 3SGTE - 196,000 km 92 octane fuel 18 psi NGK iridium plugs	FMIC t3 .63ar turbo tial 38mm wastegate turbo back exhaust tvis disabled fuel cut removed fuel pressure maxed arp head studs TRD metal head gasket	Probably shouldn’t have run 18psi on a 190 km engine. It was fine for a couple months on 15psi so I thought I would push it... Spun a rod bearing after running 18psi for about 20 minutes of ’hard’ driving.	Right after I changed the oil from regular 10W40 to quaker state semi-synthetic it started smoking, then the bearings in the turbo went, rebuilt that, then ran 18psi and spun bearing. I’ve heard the oil isn’t good on used engines, but whatever. Shouldn’t have run that high boost.
David Garrison Houston Texas USA	1995 Celica GT 1995 5S-FE - 127,000 miles 87 octane fuel No turbo Denso platinum plugs	JE Pistons Total Seal Gapless rings Bore 1mm over Mild head shave 5SFE rods rod and crank bearings ARP Head studs 5SFE Toyota metal head gasket Replaced valve shims Head cleaned up	Compression 220psi on all cylinders (was 170 before rebuild). Engine rebuilt, after rebuild engine not well. EGR was stuck, fuel filter bad. After those fixed engine ran great during break-in however suddenly lost oil pressure at around 800 miles after rebuild which spun 1 and 2 rod bearings. Since Total Seal gapless rings can take up to 15,000 miles to seat, which I did not know beforehand, during that time the car WILL blow oil past the rings, so have to check it religiously and add oil.	This is a 5SFE, rebuilt w/ forged 9.5:1 comp pistons, and is applicable to some high HP 3sgtes so it may be useful. Planned to turbo motor. Once seated, these rings should hold insane amounts of boost. It takes a long time to get there, and you lose oil the whole time. I would have been warned if I had an aftermarket oil pressure gauge. For most people I would strongly recommend using the JE rings, because few of us are going to want to lose oil for up to 15000 miles, so they’re more for an all-out racecar application where you don’t care about losing oil.
Brian Morales Louisville, KY USA	1991 MR2 T 1991 gen 2 3SGTE - 130,000 miles 93 octane fuel Stock boost NGK spark plugs	Stock engine	Valve cover gasket leaked oil from when I bought the car. It was scheduled to get a refresh, new gaskets and bearings, and a turbo kit soon, so I put off changing it out. At local Auto-X, my friend was without a car, so I let him drive mine. I believe that the hardships of both of us running the car was enough to make it blow enough oil out to starve the pump, which caused the rod bearing to go.	-
Scott Heatwole Fayetteville, NC USA	1988 ST165 1988 gen 1 3SGTE - 82,000 miles 93 octane fuel Stock Boost Stock spark plugs	Stock Engine	Engine Rod extremely scored and broken into 3 separate pieces. A direct result of constant and excessive overrevving.	-
Robert Jones www.celicatech.com Salt Lake City, UT USA	1991 MR2 T 1991 gen 2 3SGTE - 174,000 miles 91 octane fuel 12-14 psi NGK Copper spark plugs	K&N Air Filter manual boost controller gutted downpipe cat TRD Metal HG.	Not really sure what happened. I was at full boost, top of 2nd gear, around 7k rpms, about to shift, and BOOM. I had full oil, brand new turbo on, and the car had just (about an hour before) passed an anal Utah emissions test. I shattered piston 1, broke the crank journals, busted up the head , bent valves, completely broke one of the valves off, put a hole in EACH side of the engine block, tore up the turbo lines, and ruined the oil pan. Again, I still do not know what caused the failure.	I daily drove at around 15 psi for about 2 years, I boosted quite a bit, and I drove the car the way it was meant to be driven I feel. Maybe it was too hard for the mileage.

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