Glossary of terms

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SLANG	REAL Name	What it does
A
Actuator	Wastegate 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
AFM	Air 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
AFR	Air 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
ARB	Anti-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
ATA	Air To Air Intercooler	A 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	Atmospheric	Most 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
B
Bar	Barometric 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 Primerfor more information on how this works
Boost	Turbo 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
Box	Gearbox	See Gearbox
BOV	Blow 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
C
Cat	Catalytic 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 is 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
Coilover	Coilover Suspension Strut	A 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
CS	Carlos Sainz	Rally driver; used to describe homologated ST185CS/RC model, the basis of which formed the championship winning car thatCarlos Sainz drove in 1993
CV Joint	Constant 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
D
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 up 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
DET	Detonation	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
Diff	Differential	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
DV	Dump Valve	See Blow Off Valve
Duration		A term used generally in reference to camshafts. Refers to the duration of the cam rotation for which the valve is actually opened
Dwell	Dwell 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
E
ECU	Engine 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.
ECM	Engine Control Module	See ECU
EBC	Electronic 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
EFI	Electronic 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
EGR	Exhaust 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
EMS	Engine Management System	See ECU although this is most often used in an aftermarket sense
EVC	Electronic 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
F
FCD	Fuel 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 NOTE 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
FMIC	Front 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
FPR	Fuel 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
G
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
H
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 they 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
I
IAT	Inlet 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
Injector	Fuel 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 more information
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
ISC	Idle 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
J
JDM	Japanese Domestic Market	Refers to a car (or part) that originated in Japan. Common slang to refer to a car which has been imported from Japan
K
Knock		See Det
L
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
LSD	Limited 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
M
MAF	Mass 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
MAP	Manifold 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
Maps	ECU 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)
MBC	Manual Boost Controller	A valve used to bleed wastegate activation pressure in an effort to increase boost Usually refers to a Relief Valve
N
NA	Normally Aspirated	A non-turbo car. Not a GT4 then
O
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
P
PCD	Pitch 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
PCV	Positive 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
PIM	Pressure at Intake Manifold	See MAP
PSI	Pounds per Square Inch	Measurement of pressure, usually referring to turbo boost (see also Bar). 1 PSI = 0.0689 bar
Q
R
Rad	Radiator	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
RC	Rally Champ	Same meaning as CS
Recirc	Recirculating	A 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
RV	Relief 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
S
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
Spring	Suspension 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.
Strut	Suspension 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
Suspension		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
T
TB	Throttle 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
TMIC	TopMount InterCooler	The 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
TTE	Toyota 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 the successful Toyota 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-VIS	Toyota 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
U
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
V
VSV	Vacuum Switching Valve	Used to control things affected by vacuum. it is basically an electrically controlled open/close pipe switch very similar to a solenoid
W
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
WI	Water Injection	A 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
X
Xtrac		XTRAC is the company responsible for producing the 5 speed sequential gearbox used on the rally cars original 3S-GTE XTRAC gearboxes are still obtainable today but cost prohibitive to say the least
Y
Z
3
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)

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Glossary of terms

Revision as of 10:51, 9 September 2011

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    <TD width="60%" height="11" align="center">What it does</TD>
 </TR>
-<div id="letterA">A</div>
+<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+<div id="letterA"></div>A
+</TD></TR>
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    <div id="Actuator"></div>
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    <TD class="gt4dccolored" height="38"><div id="Atmospheric"></div>Atmos</TD>
    <TD class="gt4dccolored" height="38">Atmospheric</TD>
-   <TD class="gt4dccolored" height="38">Most commonly used in reference to a dump valve e.g. an atmos(pheric) dump valve<br>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</TD></TR>
+   <TD class="gt4dccolored" height="38">Most commonly used in reference to a dump valve e.g. an atmos(pheric) dump valve<br>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</TD>
-<div id="letterB"></div>
+</TR>
+<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+<div id="letterB"></div>B
+</TD></TR>
 <TR>
-   <TD class="gt4dccolored" height="38"><div id="Bar"></div>Bar</TD><TD class="gt4dccolored" height="38">Barometric pressure</TD>
+   <TD class="gt4dccolored" height="38"><div id="Bar"></div>Bar</TD>
+  <TD class="gt4dccolored" height="38">Barometric pressure</TD>
    <TD class="gt4dccolored" height="38">Measurement of pressure, usually referring to turbo boost (see also PSI).  1 bar = 14.70 PSI</TD></TR>
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 <div id="letterC"></div>C
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-<TR><TD class="gt4dccolored" height="38"><div id="Cat"></div>Cat</TD><TD class="gt4dccolored" height="38">Catalytic Convertor</TD>
+<TR>
-   <TD class="gt4dccolored" height="38">A catalytic converter is a device used to reduce the emissions
+  <TD class="gt4dccolored" height="38"><div id="Cat"></div>Cat</TD>
-  from the engine.
+  <TD class="gt4dccolored" height="38">Catalytic Convertor</TD>
-  <p>In a stock car it resides between the turbo and the flexi exhaust section,
+   <TD class="gt4dccolored" height="38">A catalytic converter is a device used to reduce the emissions from the engine. <br>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
-  directly behind the main cooling radiator. It's purpose is to provide an
+   greatly reduces the nasty gasses coming out the end of the exhaust pipe.<br>Car catalytic converters typically use platinum or palladium and rhodium as catalysts.</TD>
-  environment for a chemical reaction where unburned hydrocarbons (unburned fuel
+</TR>
-  and other gasses produced during the bang) are more completely combusted. This
+<TR>
-   greatly reduces the nasty gasses coming out the end of the exhaust pipe.</p>
+  <TD class="gt4dccolored" height="76">Catch Can</TD>
-  <p>Car catalytic converters typically use platinum or palladium and rhodium as
+  <TD class="gt4dccolored" height="76">&nbsp;</TD>
-  catalysts.</TD></TR>
+   <TD class="gt4dccolored" height="76">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<br>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.</TD>
-<TR><TD class="gt4dccolored" height="76">Catch Can</TD><TD class="gt4dccolored" height="76">&nbsp;</TD>
+</TR>
-   <TD class="gt4dccolored" height="76">Part of the PCV system. The job of the catch can is to
+<TR>
-  separate any oil vapor from the PCV gasses before they are fed back into the
+  <TD class="gt4dccolored" height="76"><div id="Centerbore"></div>Centerbore</TD>
-  inlet system. This helps prevent the build up of contaminants in the inlet
+  <TD class="gt4dccolored" height="76">&nbsp;</TD>
-  system<p>Fitted to the ST205 as standard (the small black plastic box located
+   <TD class="gt4dccolored" height="76">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</TD>
-  at the right rear of the chargecooler) but not present in other models.</TD></TR>
+</TR>
-<TR><TD class="gt4dccolored" height="76"><div id="Centerbore"></div>Centerbore</TD><TD class="gt4dccolored" height="76">&nbsp;</TD>
+<TR>
-   <TD class="gt4dccolored" height="76">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</TD></TR>
+  <TD class="gt4dccolored" height="95"><div id="ChargeCooler"></div>Chargecooler</TD>
-<TR><TD class="gt4dccolored" height="95"><div id="ChargeCooler"></div>Chargecooler</TD><TD class="gt4dccolored" height="95">&nbsp;</TD>
+  <TD class="gt4dccolored" height="95">&nbsp;</TD>
-   <TD class="gt4dccolored" height="95">A system used to cool the compressed air charge that comes out
+   <TD class="gt4dccolored" height="95">A system used to cool the compressed air charge that comes out of the turbo.<br>It consists of a box which sits atop the engine. This box is 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<br>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<br>Used on the ST165, ST185CS/RC and the ST205. The standard 185 uses a  topmount IC</TD>
-  of the turbo.
+</TR>
-  <p>It consists of a box which sits atop the engine. This box ix connected
+<TR>
-  directly between the outlet of the turbo and the throttle body. The box
+  <TD class="gt4dccolored" height="38"><div id="Coilover"></div>Coilover</TD>
-  contains a water cooled core over which the hot post turbo flows. The water
+  <TD class="gt4dccolored" height="38">Coilover Suspension Strut</TD>
-  that flows through this water cooled core is then in turn passed through
+  <TD class="gt4dccolored" height="38">A suspension system where the suspension spring actually fits over the suspension damper<br>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</TD>
-  another radiator at the front of the car to cool it down. The net effect is to
+</TR>
-  greatly cool the inlet charge while maintaining a very short path from turbo
+<TR>
-  to inlet manifold reducing lag</p>
+  <TD class="gt4dccolored" height="38"><div id="CS"></div>CS</TD>
-  <p>The downside is that sitting on top of the engine it gets very hot when the
+  <TD class="gt4dccolored" height="38">Carlos Sainz</TD>
-  car is stationary (heatsoak). It is also ultimately limited in it's heat
+   <TD class="gt4dccolored" height="38">Rally driver; used to describe homologated ST185CS/RC model, the basis of which formed the championship winning car thatCarlos Sainz drove in 1993</TD>
-  capacity and hence power handling capacity</p>
+</TR>
-  <p>Used on the ST165, ST185CS/RC and the ST205. The standard 185 uses a
+<TR>
-  topmount IC</TD></TR>
+  <TD class="gt4dccolored" height="57"><div id="CVJ"></div>CV Joint</TD>
-<TR><TD class="gt4dccolored" height="38"><div id="Coilover"></div>Coilover</TD><TD class="gt4dccolored" height="38">Coilover
+  <TD class="gt4dccolored" height="57">Constant Velocity Joint</TD>
-  Suspension Strut</TD><TD class="gt4dccolored" height="38">A suspension system where the suspension
+   <TD class="gt4dccolored" height="57">Allows one end of a driveshaft to move up and down while the other end remains stationary<br>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.<br>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 &quot;bend&quot; while rotating to allow this. It is the CV joint which allows the driveshaft to do this</TD>
-  spring actually fits over the suspension damper<p>Technically speaking this is
+</TR>
-  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</TD></TR>
-<TR><TD class="gt4dccolored" height="38"><div id="CS"></div>CS</TD><TD class="gt4dccolored" height="38">Carlos Sainz</TD>
-   <TD class="gt4dccolored" height="38">Rally driver; used to describe homologated ST185CS/RC model, the basis of which formed the championship winning car that
-  Carlos Sainz drove in 1993</TD></TR>
-<TR><TD class="gt4dccolored" height="57"><div id="CVJ"></div>CV Joint</TD><TD class="gt4dccolored" height="57">Constant Velocity Joint</TD>
-   <TD class="gt4dccolored" height="57">Allows one end of a driveshaft to move up and down while the
-  other end remains stationary<p>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.</p>
-  <p>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 &quot;bend&quot; while
-  rotating to allow this. It is the CV joint which allows the driveshaft to do
-  this</TD></TR>
 <TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
 <div id="letterD"></div>D
 </TD></TR>
-<TR><TD class="gt4dccolored" height="19"><div id="Damper"></div>Damper</TD><TD class="gt4dccolored" height="19">&nbsp;</TD>
+<TR>
-   <TD class="gt4dccolored" height="19">Part of the suspension setup used to control the suspension
+  <TD class="gt4dccolored" height="19"><div id="Damper"></div>Damper</TD>
-  movement<p>In simplistic terms it consists of an oil filled tube with a
+  <TD class="gt4dccolored" height="19">&nbsp;</TD>
-  plunger in it. As a force (from the road wheel) tries to move the plunger p
+   <TD class="gt4dccolored" height="19">Part of the suspension setup used to control the suspension movement<br>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 up and down the oil tries to prevent this. The faster the plunger moves the more resistance the oil produces and the higher the damping.<br>See [[#Suspension|suspension]] for a brief description of how the whole suspension system works</TD>
-  and down the oil tries to prevent this. The faster the plunger moves the more
+</TR>
-  resistance the oil produces and the higher the damping.</p>
+<TR>
-  <p>See <a href="#Suspension">suspension</div> for a brief description of how the
+  <TD class="gt4dccolored" height="38"><div id="DET"></div>DET</TD>
-  whole suspension system works</TD></TR>
+  <TD class="gt4dccolored" height="38">Detonation</TD>
-<TR><TD class="gt4dccolored" height="38"><div id="DET"></div>DET</TD><TD class="gt4dccolored" height="38">Detonation</TD>
+   <TD class="gt4dccolored" height="38">An incorrect ignition in the cylinder. Sounds like a loud metallic tapping noise and can be extremely damaging in a turbo application<br>The 3S-GTE engine uses a knock sensor to detect detonation and take appropriate measures by retarding the timing</TD>
-   <TD class="gt4dccolored" height="38">An incorrect ignition in the cylinder. Sounds like a loud metallic tapping noise and can be extremely damaging in a turbo application<p>
+</TR>
-  The 3S-GTE engine uses a knock sensor to detect detonation and take
+<TR>
-  appropriate measures by retarding the timing</TD></TR>
+  <TD class="gt4dccolored" height="38"><div id="Diff"></div>Diff</TD>
-<TR><TD class="gt4dccolored" height="38"><div id="Diff"></div>Diff</TD><TD class="gt4dccolored" height="38">Differential</TD>
+  <TD class="gt4dccolored" height="38">Differential</TD>
-   <TD class="gt4dccolored" height="38">A mechanical unit that splits drive from a main input shaft to
+   <TD class="gt4dccolored" height="38">A mechanical unit that splits drive from a main input shaft to two output shatfs<br>Diffs are used to transfer power from the engine to the wheels but they also have to deal with another problem.<br>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.<br>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</TD>
-  two output shatfs<p>Diffs are used to transfer power from the engine to the
+</TR>
-  wheels but they also have to deal with another problem.</p>
+<TR>
-  <p>When a car turns a corner the outside wheel actually travels further than
+  <TD class="gt4dccolored" height="38"><div id="Downpipe"></div>Downpipe</TD>
-  the inside wheel. So in a road car you cannot simply connect the two back
+  <TD class="gt4dccolored" height="38">&nbsp;</TD>
-  wheels together. So the differential actually performs 2 roles - it transfers
+   <TD class="gt4dccolored" height="38">The pipe from the turbo which connects to the horizontal portion of the exhaust system.  The standard pipe carries a restrictive catalytic converter</TD>
-  power from the input shaft to the two output shafts and it lets the two output
+</TR>
-  shafts spin independently to each other. It is quite a complicated piece of
+<TR>
-  engineering with a number of gears.</p>
+  <TD class="gt4dccolored" height="19"><div id="Driveshaft"></div>Driveshaft</TD>
-  <p>The GT-Four has three differentials. The engine is connected to one diff
+  <TD class="gt4dccolored" height="19">&nbsp;</TD>
-  which splits drive between the front wheels and the rear wheels. This diff
+   <TD class="gt4dccolored" height="19">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</TD>
-  (the so called center diff) is housed in a single casing with another diff
+</TR>
-  which split power sided to side between the front wheels (this whole unit is
+<TR>
-  commonly called the transfer box). the rear output from the centre diff is
+  <TD class="gt4dccolored" height="19"><div id="DV"></div>DV</TD>
-  sent to another differential at the rear of the car (the rear diff) where it
+  <TD class="gt4dccolored" height="19">Dump Valve</TD>
-  is split between the two rear wheels</TD></TR>
+   <TD class="gt4dccolored" height="19">See [[#BOV|Blow Off Valve]]</TD>
-<TR><TD class="gt4dccolored" height="38"><div id="Downpipe"></div>Downpipe</TD><TD class="gt4dccolored" height="38">&nbsp;</TD>
+</TR>
-   <TD class="gt4dccolored" height="38">The pipe from the turbo which connects to the horizontal portion of the exhaust system.  The standard pipe carries a restrictive catalytic converter</TD></TR>
+<TR>
-<TR><TD class="gt4dccolored" height="19"><div id="Driveshaft"></div>Driveshaft</TD><TD class="gt4dccolored" height="19">&nbsp;</TD>
+  <TD class="gt4dccolored" height="38"><div id="Duration"></div>Duration</TD>
-   <TD class="gt4dccolored" height="19">Quite literally a shaft which connects the front and rear
+  <TD class="gt4dccolored" height="38">&nbsp;</TD>
-  wheel to the front and rear differentials. Also has a CV joint each end to
+   <TD class="gt4dccolored" height="38">A term used generally in reference to camshafts. Refers to the duration of the cam rotation for which the valve is actually opened</TD>
-  allow the wheel to move up and down</TD></TR>
+</TR>
-<TR><TD class="gt4dccolored" height="19"><div id="DV"></div>DV</TD><TD class="gt4dccolored" height="19">Dump Valve</TD>
+<TR>
-   <TD class="gt4dccolored" height="19">See <a href="#BOV">BOV</div></TD></TR>
+  <TD class="gt4dccolored" height="19"><div id="Dwell"></div>Dwell</TD>
-<TR><TD class="gt4dccolored" height="38"><div id="Duration"></div>Duration</TD><TD class="gt4dccolored" height="38">&nbsp;</TD>
+  <TD class="gt4dccolored" height="19">Dwell Angle</TD>
-   <TD class="gt4dccolored" height="38">A term used generally in reference to camshafts. Refers to the duration of the cam rotation for which the valve is actually opened</TD></TR>
+   <TD class="gt4dccolored" height="19">The amount of time that the ignition coil is charged for.<br>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<br>In modern systems where the ECU controls the charging of the coil it is more commonly expressed in mS.<br>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</TD>
-<TR><TD class="gt4dccolored" height="19"><div id="Dwell"></div>Dwell</TD><TD class="gt4dccolored" height="19">Dwell Angle</TD>
+</TR>
-   <TD class="gt4dccolored" height="19">The amount of time that the ignition coil is charged for.<p>
+<TR>
-  The angle part of the name is a throwback to the days of points based ignition
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-  systems when the points were closed for a given portion of a rotation of the
+    <div id="letterE"></div>E
-  distributor arm</p>
+  </TD>
-  <p>In modern systems where the ECU controls the charging of the coil it is
+</TR>
-  more commonly expressed in mS.</p>
+<TR>
-  <p>Dwell It is a tradeoff. Too much dwell (The ignition coil charged for a
+  <TD class="gt4dccolored" height="38"><div id="ECU"></div>ECU</TD>
-  long time) and the coil can become very hot and suffer damage. Too little
+  <TD class="gt4dccolored" height="38">Engine Control Unit</TD>
-  dwell (too short a charge time) and the coil does not build up enough charge
+   <TD class="gt4dccolored" height="38">Controls all aspects of engine running.<br>Essentially it creates all the sparks and controls injection of fuel into the cylinder<br>The standard 3S-GTE ECU is made by Denso and cannot be remapped to accommodate for major changes in engine performance.</TD>
-  to create a decent spark</TD></TR>
+</TR>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+<TR>
-<div id="letterE"></div>E
+  <TD class="gt4dccolored" height="57"><div id="ECM"></div>ECM</TD>
-</TD></TR>
+  <TD class="gt4dccolored" height="57">Engine Control Module</TD>
-<TR><TD class="gt4dccolored" height="38"><div id="ECU"></div>ECU</TD><TD class="gt4dccolored" height="38">Engine Control Unit</TD>
+   <TD class="gt4dccolored" height="57">See [[#ECU|ECU]]</TD></TR>
-   <TD class="gt4dccolored" height="38">Controls all aspects of engine running.<p>Essentially it
+<TR>
-  creates all the sparks and controls injection of fuel into the cylinder</p>
+  <TD class="gt4dccolored" height="57"><div id="EBC"></div>EBC</TD>
-  <p>The standard 3S-GTE ECU is made by Denso and cannot be remapped to
+  <TD class="gt4dccolored" height="57">Electronic Boost Controller</TD>
-  accommodate for major changes in engine performance.</TD></TR>
+   <TD class="gt4dccolored" height="57">A controller used to adjust the turbo boost pressure.<br>It is made up of two usually separate components:- <br>The first part is a [[#Solenoid|solenoid]] which is usually located in the engine bay<br>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.<br>'''NB''' you cannot lower boost below [[#ActuatorPress|actuator pressure]]</TD>
-<TR><TD class="gt4dccolored" height="57"><div id="ECM"></div>ECM</TD><TD class="gt4dccolored" height="57">Engine Control Module</TD>
+</TR>
-   <TD class="gt4dccolored" height="57">See <a href="#ECU">ECU</div></TD></TR>
+<TR>
-<TR><TD class="gt4dccolored" height="57"><div id="EBC"></div>EBC</TD><TD class="gt4dccolored" height="57">Electronic Boost Controller</TD>
+  <TD class="gt4dccolored" height="57"><div id="EFI"></div>EFI</TD>
-   <TD class="gt4dccolored" height="57">A controller used to adjust the turbo boost pressure.<p>It is
+  <TD class="gt4dccolored" height="57">Electronic Fuel Injection</TD>
-  made up of two usually separate components:- </p>
+   <TD class="gt4dccolored" height="57">The mechanism by which fuel is introduced into the cylinder<br>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<br>The EFI system is described in more detail
-  <p>The first part is a <a href="#Solenoid">solenoid</div> which is usually
+   [[Turbo Operation|here]]</TD>
-  located in the engine bay</p>
+</TR>
-  <p>The second part is the electronic brains which drive the solenoid. This is
+<TR>
-  usually located in the passenger compartment and often has controls which
+  <TD class="gt4dccolored" height="38"><div id="EGR"></div>EGR</TD>
-  allow the driver to simply adjust boost pressure up or down.</p>
+  <TD class="gt4dccolored" height="38">Exhaust Gas Recirculation</TD>
-  <p>NB you cannot lower boost below <a href="#ActuatorPress">actuator pressure</div></TD></TR>
+   <TD class="gt4dccolored" height="38">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</TD>
-<TR><TD class="gt4dccolored" height="57"><div id="EFI"></div>EFI</TD><TD class="gt4dccolored" height="57">Electronic Fuel Injection</TD>
+</TR>
-   <TD class="gt4dccolored" height="57">The mechanism by which fuel is introduced into the cylinder<p>
+<TR>
-  There are a number of components in the fuel injection system. A high pressure
+  <TD class="gt4dccolored" height="57"><div id="EMS"></div>EMS</TD>
-  pump supplies fuel to the injectors. Each injector is, in simple terms, a tap
+  <TD class="gt4dccolored" height="57">Engine Management System</TD>
-  which can be switched on and off by the ECU. The ECU turns the injectors on
+   <TD class="gt4dccolored" height="57">See [[#ECU|ECU]] although this is most often used in an aftermarket sense</TD>
-  briefly to allow a calculated amount of fuel into the cylinder based on the
+</TR>
-  volume of air flowing into it. Finally the air/fuel mixture is ignited to
+<TR>
-  provide the big bang that creates the power</p>
+  <TD class="gt4dccolored" height="57"><div id="EVC"></div>EVC</TD>
-  <p>The EFI system is described in more detail
+  <TD class="gt4dccolored" height="57">Electronic Valve Controller</TD>
-   <a href="/website/technical/EFIOperation.htm">here</div></TD></TR>
+   <TD class="gt4dccolored" height="57">See [[#EBC|EBC]] </TD>
-<TR><TD class="gt4dccolored" height="38"><div id="EGR"></div>EGR</TD><TD class="gt4dccolored" height="38">Exhaust Gas Recirculation</TD>
+</TR>
-   <TD class="gt4dccolored" height="38">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</TD></TR>
+<TR>
-<TR><TD class="gt4dccolored" height="57"><div id="EMS"></div>EMS</TD><TD class="gt4dccolored" height="57">Engine Management System</TD>
+  <TD class="gt4dccolored" height="57"><div id="exhaustmani"></div>Exhaust Manifold</TD>
-   <TD class="gt4dccolored" height="57">See <a href="#ECU">ECU</div> although this is most often used in an aftermarket sense</TD></TR>
+   <TD class="gt4dccolored" height="57">&nbsp;</TD>
-<TR><TD class="gt4dccolored" height="57"><div id="EVC"></div>EVC</TD><TD class="gt4dccolored" height="57">Electronic Valve Controller</TD>
+  <TD class="gt4dccolored" height="57">The 3S-GTE has 4 cylinders, each of which needs to exhaust burned gasses. Gasses from all 4 cylinders are
-   <TD class="gt4dccolored" height="57">See
+   collected in the exhaust manifold which is essentially a pipe running across the front of the engine.<br>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</TD>
-  <a href="http://localhost/website/glossary/acronym.htm#EBC">EBC</div> </TD></TR>
+</TR>
-<TR><TD class="gt4dccolored" height="57"><div id="exhaustmani"></div>Exhaust Manifold</TD>
+<TR>
-   <TD class="gt4dccolored" height="57">&nbsp;</TD><TD class="gt4dccolored" height="57">The 3S-GTE has 4 cylinders, each of
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-  which needs to exhaust burned gasses. Gasses from all 4 cylinders are
+    <div id="letterF"></div>F
-   collected in the exhaust manifold which is essentially a pipe running across
+  </TD>
-  the front of the engine.<p>Each cylinder has a connection to this pipe and the
+</TR>
-  pipe has a further outlet on the bottom. This is where the turbo is connected
+<TR>
-  so that exhaust gasses from each cylinder are able to drive a single turbo</TD></TR>
+  <TD class="gt4dccolored" height="38"><div id="FCD"></div>FCD</TD>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+  <TD class="gt4dccolored" height="38">Fuel Cut Defenser</TD>
-<div id="letterF"></div>F
+   <TD class="gt4dccolored" height="38">A mechanism which allows the standard ECU [[#FuelCut|fuel cut]] boost PSI to be increased<br>This is most usually done by limiting or altering the output of the [[#PIM|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<br>'''NOTE'''<br>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</TD>
-</TD></TR>
+</TR>
-<TR><TD class="gt4dccolored" height="38"><div id="FCD"></div>FCD</TD><TD class="gt4dccolored" height="38">Fuel Cut Defenser</TD>
+<TR>
-   <TD class="gt4dccolored" height="38">A mechanism which allows the standard ECU <a href="#FuelCut">
+  <TD class="gt4dccolored" height="57"><div id="FMIC"></div>FMIC</TD>
-  fuel cut</div> boost PSI to be increased<p>This is most usually done by limiting
+  <TD class="gt4dccolored" height="57">Front Mounted InterCooler</TD>
-  or altering the output of the <a href="#PIM">PIM</div> sensor that the ECU sees
+   <TD class="gt4dccolored" height="57">Not standard on any of the GT-Four models which all have a topmounted cooler of some sort<br>A FMIC is a variation on the standard 185 Air To Air intercooler.<br>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<br>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<br>Should be considered an essential upgrade for any high power car or one which is expected to take prolonged &quot;abuse&quot; such as a track day special</TD>
-  and hence fooling the ECU into thinking that boost pressure is lower than it
+</TR>
-  actually is. This means that boost can be increased beyond the level at which
+<TR>
-  fuel cut would normally happen</p>
+  <TD class="gt4dccolored" height="57"><div id="FPR"></div>FPR</TD>
-  <p><b>NOTE</b></p>
+  <TD class="gt4dccolored" height="57">Fuel Pressure Regulator</TD>
-  <p>While a FCD is a useful tool it should not be used on a ST205. This uses
+   <TD class="gt4dccolored" height="57">Part of the EFI system the FPR regulates fuel pressure within the fuel rail keeping it at a constant pressure above the inlet manifold. <br>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</TD>
-  the PIM sensor to determine timing and altering this signal will cause
+</TR>
-  fuelling problems with potentially fatal consequences</TD></TR>
+<TR>
-<TR><TD class="gt4dccolored" height="57"><div id="FMIC"></div>FMIC</TD><TD class="gt4dccolored" height="57">Front Mounted InterCooler</TD>
+  <TD class="gt4dccolored" height="57"><div id="FuelCut"></div>Fuel Cut</TD>
-   <TD class="gt4dccolored" height="57">Not standard on any of the GT-Four models which all have a
+  <TD class="gt4dccolored" height="57">&nbsp;</TD>
-  topmounted cooler of some sort<p>A FMIC is a variation on the standard 185 Air
+   <TD class="gt4dccolored" height="57">This is one of (a few) self protection systems built into the ECU.<br>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<br>Fuel cut is there for a reason and it is important to understand this before using a FCD. The ECU knows (see [[#Maps|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</TD>
-  To Air intercooler. </p>
+</TR>
-  <p>The significant difference is that rather than being mounted on top of the
+<TR>
-  engine the core is mounted behind the front bumper. This means that it does
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-  not suffer from heatsoak like the stock ATA item</p>
+    <div id="letterG"></div>G
-  <p>The other major difference is usually the size of the core. While the 185
+  </TD>
-  ATA core is of modest size front mount units are usually significantly larger</p>
+</TR>
-  <p>Should be considered an essential upgrade for any high power car or one
+<TR>
-  which is expected to take prolonged &quot;abuse&quot; such as a track day special</TD></TR>
+  <TD class="gt4dccolored" height="38"><div id="Gearbox"></div>Gearbox</TD>
-<TR><TD class="gt4dccolored" height="57"><div id="FPR"></div>FPR</TD><TD class="gt4dccolored" height="57">Fuel Pressure Regulator</TD>
+  <TD class="gt4dccolored" height="38">&nbsp;</TD>
-   <TD class="gt4dccolored" height="57">Part of the EFI system the FPR regulates fuel pressure within
+   <TD class="gt4dccolored" height="38">Basically a device for changing the rotational speed of the engine output shaft<br>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.<br>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</TD>
-  the fuel rail keeping it at a constant pressure above the inlet manifold.
+</TR>
-  <p>In any turbo application this means that the fuel rail pressure must
+<TR>
-  increase as boost increases to keep the differential the same. This type of
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-  regulator is commonly referred to as rising rate</TD></TR>
+    <div id="letterH"></div>H
-<TR><TD class="gt4dccolored" height="57"><div id="FuelCut"></div>Fuel Cut</TD><TD class="gt4dccolored" height="57">&nbsp;</TD>
+  </TD>
-   <TD class="gt4dccolored" height="57">This is one of (a few) self protection systems built into the
+</TR>
-  ECU.
-  <p>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</p>
-  <p>Fuel cut is there for a reason and it is important to understand this
-  before using a FCD. The ECU knows (see <a href="#Maps">maps</div>) 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</TD></TR>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-<div id="letterG"></div>G
-</TD></TR>
-<TR><TD class="gt4dccolored" height="38"><div id="Gearbox"></div>Gearbox</TD><TD class="gt4dccolored" height="38">&nbsp;</TD>
-   <TD class="gt4dccolored" height="38">Basically a device for changing the rotational speed of the
-  engine output shaft<p>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.</p>
-  <p>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</TD></TR>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-<div id="letterH"></div>H
-</TD></TR>
 <tr>
-   <TD class="gt4dccolored" height="38"><div id="Heatsoak"></div>Heatsoak</TD><TD class="gt4dccolored" height="38">&nbsp;</TD>
+   <TD class="gt4dccolored" height="38"><div id="Heatsoak"></div>Heatsoak</TD>
-   <TD class="gt4dccolored" height="38">A phenomenon usually most apparent when the car is stationary<p>
+  <TD class="gt4dccolored" height="38">&nbsp;</TD>
-  The 3S-GTE is a very hot running engine. Consequently when the car is
+   <TD class="gt4dccolored" height="38">A phenomenon usually most apparent when the car is stationary<br>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 they literally soak in the heat<br>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 [[#DET|Detonation]]<br> 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</TD>
-  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</p>
-  <p>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 <a href="#DET">detonation</div></p>
-  <p>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</TD>
 </tr>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+<TR>
-<div id="letterI"></div>I
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-</TD></TR>
+    <div id="letterI"></div>I
-<TR><TD class="gt4dccolored" height="19"><div id="IAT"></div>IAT</TD><TD class="gt4dccolored" height="19">Inlet Air Temp
+  </TD>
-  Sensor</TD>
+</TR>
-   <TD class="gt4dccolored" height="19">This is used to measure the temperature of air entering the
+<TR>
-  engine<p>The ECU needs to know the temperature of the air so that it can work
+  <TD class="gt4dccolored" height="19"><div id="IAT"></div>IAT</TD>
-  out the volume of air entering the engine since air density changes with
+  <TD class="gt4dccolored" height="19">Inlet Air Temp Sensor</TD>
-  temperature</p>
+   <TD class="gt4dccolored" height="19">This is used to measure the temperature of air entering the engine<br>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<br>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</TD>
-  <p>The ST1x5 models have an air temp probe built in to the AFM assembly while
+</TR>
-  the ST205 has a separate sensor built into the inlet manifold</TD></TR>
+<TR>
-<TR><TD class="gt4dccolored" height="19"><div id="Injector"></div>Injector</TD><TD class="gt4dccolored" height="19">Fuel Injector</TD>
+  <TD class="gt4dccolored" height="19"><div id="Injector"></div>Injector</TD>
-   <TD class="gt4dccolored" height="19">Injects a measured amount of atomised fuel into the inlet manifold
+  <TD class="gt4dccolored" height="19">Fuel Injector</TD>
-  under the control of the ECU<p>The ST165 and all ST185 variants use 440cc
+   <TD class="gt4dccolored" height="19">Injects a measured amount of atomised fuel into the inlet manifold under the control of the ECU<br>The ST165 and all ST185 variants use 440cc injectors. The ST205 uses 540cc injectors<br>The ST165 uses topfeed injectors where ST185 and ST205 models all use sidefeed (although they do not share a fuel rail)</TD>
-  injectors. The ST205 uses 540cc injectors</p>
+</TR>
-  <p>The ST165 uses topfeed injectors where ST185 and ST205 models all use
+<TR>
-  sidefeed (although they do not share a fuel rail)</TD></TR>
+  <TD class="gt4dccolored" height="19"><div id="Insert"></div>Insert</TD>
-<TR><TD class="gt4dccolored" height="19"><div id="Insert"></div>Insert</TD><TD class="gt4dccolored" height="19">&nbsp;</TD>
+  <TD class="gt4dccolored" height="19">&nbsp;</TD>
-   <TD class="gt4dccolored" height="19">An aftermarket <a href="#Damper">damper</div> which can be
+   <TD class="gt4dccolored" height="19">An aftermarket [[#Damper|damper]] which can be fitted into a stock suspension strut<br>Note that the GT-Four rear struts are all technically sealed units so fitting new damper inserts is not straightforward</TD>
-  fitted into a stock suspension strut<p>Note that the GT-Four rear struts are
+</TR>
-  all technically sealed units so fitting new damper inserts is not
+<TR>
-  straightforward</TD></TR>
+  <TD class="gt4dccolored" height="19"><div id="Intercooler"></div>Intercooler</TD>
-<TR><TD class="gt4dccolored" height="19"><div id="Intercooler"></div>Intercooler</TD><TD class="gt4dccolored" height="19">&nbsp;</TD>
+  <TD class="gt4dccolored" height="19">&nbsp;</TD>
-   <TD class="gt4dccolored" height="19">A generic name for a heat exchanger system used to cool compressed air from the turbo.
+   <TD class="gt4dccolored" height="19">A generic name for a heat exchanger system used to cool compressed air from the turbo. See [[#ATA|ATA]], [[#FMIC|FMIC]] and [[#TopMount|TMIC]] for more information</TD>
-  See <a href="#ATA">ATA</div>, <a href="#FMIC">FMIC</div> and <a href="#TopMount">
+</TR>
-  TMIC</div> for </TD></TR>
+<TR>
-<TR><TD class="gt4dccolored" height="38"><div id="InletMani"></div>Inlet Manifold</TD><TD class="gt4dccolored" height="38">&nbsp;</TD>
+  <TD class="gt4dccolored" height="38"><div id="InletMani"></div>Inlet Manifold</TD>
-   <TD class="gt4dccolored" height="38">Each of the engines 4 cylinder has an inlet where it draws in
+  <TD class="gt4dccolored" height="38">&nbsp;</TD>
-  the combined air/fuel mixture for the combustion process. In the 3S all 4
+   <TD class="gt4dccolored" height="38">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 &quot;pipe&quot; for want of a better word which is connected to the intercooler towards the rear of the engine bay<br>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</TD>
-  ports are commoned together in a large single chamber known as the inlet
+</TR>
-  manifold. It is the large aluminium &quot;pipe&quot; for want of a better word which is
+<TR>
-  connected to the intercooler towards the rear of the engine bay<p>On a
+  <TD class="gt4dccolored" height="38"><div id="ISC"></div>ISC</TD>
-  technical note the ST165 and all ST185 model inlet manifolds are very
+  <TD class="gt4dccolored" height="38">Idle Speed Control</TD>
-  different to that of a ST205 due to the presence of the T-VIS system on the
+   <TD class="gt4dccolored" height="38">A small device which allows the ECU to control the tickover speed of the engine.<br>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<br>On the ST165(only) there is an adjustment screw on the throttlebody to help set the idle speed. <br>On all other models the idle is completely ECU controlled</TD>
-  ST1x5</TD></TR>
+</TR>
-<TR><TD class="gt4dccolored" height="38"><div id="ISC"></div>ISC</TD><TD class="gt4dccolored" height="38">Idle Speed Control</TD>
+<TR>
-   <TD class="gt4dccolored" height="38">A small device which allows the ECU to control the tickover
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-  speed of the engine.<p>When the butterfly in the throttlebody is completely
+    <div id="letterJ"></div>J
-  closed no air can flow past it. In this situation the engine would stop
+  </TD>
-  without an air supply. It gets this from the ISC valve which allows a small
+</TR>
-  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<p>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</TD></TR>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-<div id="letterJ"></div>J
-</TD></TR>
 <tr>
-   <TD class="gt4dccolored" height="38"><div id="JDM"></div>JDM</TD><TD class="gt4dccolored" height="38">Japanese Domestic
+   <TD class="gt4dccolored" height="38"><div id="JDM"></div>JDM</TD>
-  Market</TD><TD class="gt4dccolored" height="38">Refers to a car (or part) that originated in Japan.
+  <TD class="gt4dccolored" height="38">Japanese Domestic Market</TD>
-  Common slang to refer to a car which has been imported from Japan</TD>
+  <TD class="gt4dccolored" height="38">Refers to a car (or part) that originated in Japan. Common slang to refer to a car which has been imported from Japan</TD>
 </tr>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+<TR>
-<div id="letterK"></div>K
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-</TD></TR>
+    <div id="letterK"></div>K
-<TR><TD class="gt4dccolored" height="19"><div id="Knock"></div>Knock</TD><TD class="gt4dccolored" height="19">&nbsp;</TD>
+  </TD>
-   <TD class="gt4dccolored" height="19">See Det</TD></TR>
+</TR>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+<TR>
-<div id="letterL"></div>L
+  <TD class="gt4dccolored" height="19"><div id="Knock"></div>Knock</TD>
-</TD></TR>
+  <TD class="gt4dccolored" height="19">&nbsp;</TD>
-<TR><TD class="gt4dccolored" height="19"><div id="Lift"></div>Lift</TD><TD class="gt4dccolored" height="19">&nbsp;</TD>
+   <TD class="gt4dccolored" height="19">See Det</TD>
-   <TD class="gt4dccolored" height="19">The amount by which the camshaft opens the valves<p>Increasing
+</TR>
-  valve lift can help to increase flow capacity but it slows down the air at low
+<TR>
-  rpm and causes a loss of low end power</TD></TR>
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-<TR><TD class="gt4dccolored" height="38"><div id="LSD"></div>LSD</TD><TD class="gt4dccolored" height="38">Limited Slip Differential</TD>
+    <div id="letterL"></div>L
-   <TD class="gt4dccolored" height="38">While a &quot;standard&quot; <a href="#opendiff">open diff </div>allows
+  </TD>
-  the wheels to rotate independently (with the possible problems that come with
+</TR>
-  that) a limited slip differential actually limits the allowable difference in
+<TR>
-  rotation between wheels. So in the scenario where one wheel starts to spin the
+  <TD class="gt4dccolored" height="19"><div id="Lift"></div>Lift</TD>
-  differential will only allow so much before it &quot;locks up&quot; and links both&nbsp;
+  <TD class="gt4dccolored" height="19">&nbsp;</TD>
-  wheels together<p>There are various methods of doing this with Torsen (TORqueSENsing)
+   <TD class="gt4dccolored" height="19">The amount by which the camshaft opens the valves<br>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</TD>
-  being the most common. In this system the diff intelligently diverts torque
+</TR>
-  away from the wheel which is spinning faster (i.e. slipping) to the slower
+<TR>
-  wheel. Technically speaking this is an ATB (Auto Torque Biasing) diff not a
+  <TD class="gt4dccolored" height="38"><div id="LSD"></div>LSD</TD>
-  LSD but in common parlance it is referred to as a LSD</TD></TR>
+  <TD class="gt4dccolored" height="38">Limited Slip Differential</TD>
-<TR><TD class="gt4dccolored" height="19"><div id="Lump"></div>Lump</TD><TD class="gt4dccolored" height="19">&nbsp;</TD>
+   <TD class="gt4dccolored" height="38">While a &quot;standard&quot; [[#opendiff|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 &quot;locks up&quot; and links both&nbsp; wheels together<br>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</TD>
-   <TD class="gt4dccolored" height="19">Another slang name for the engine</TD></TR>
+</TR>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+<TR>
-<div id="letterM"></div>M
+  <TD class="gt4dccolored" height="19"><div id="Lump"></div>Lump</TD>
-</TD></TR>
+  <TD class="gt4dccolored" height="19">&nbsp;</TD>
-<TR><TD class="gt4dccolored" height="57"><div id="MAF"></div>MAF</TD><TD class="gt4dccolored" height="57">Mass Air Flow</TD>
+   <TD class="gt4dccolored" height="19">Another slang name for the engine</TD>
-   <TD class="gt4dccolored" height="57">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<p>
+</TR>
-  Not used on the 3S-GTE which uses either an <a href="#AFM">AFM</div> or a
+<TR>
-   <a href="#MAP">MAP</div>/<a href="#IAT">IAT</div> system</TD></TR>
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-<TR><TD class="gt4dccolored" height="57"><div id="MAP"></div>MAP</TD><TD class="gt4dccolored" height="57">Manifold Absolute Pressure</TD>
+    <div id="letterM"></div>M
-   <TD class="gt4dccolored" height="57">Measures the absolute air pressure in the manifold<p>This, in
+  </TD>
-  combination with the IAT sensor allows the ECU to determine how much load is
+</TR>
-  on the engine and which entry on the fuel and ignition <a href="#Maps">Maps</div>
+<TR>
-  it should be using to run the engine</p>
+  <TD class="gt4dccolored" height="57"><div id="MAF"></div>MAF</TD>
-  <p>Only used on the ST205</TD></TR>
+  <TD class="gt4dccolored" height="57">Mass Air Flow</TD>
-<TR><TD class="gt4dccolored" height="57"><div id="Maps"></div>Maps</TD><TD class="gt4dccolored" height="57">ECU Maps</TD>
+   <TD class="gt4dccolored" height="57">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<br>Not used on the 3S-GTE which uses either an [[#AFM|AFM]] or a
-   <TD class="gt4dccolored" height="57">The ECU controls fueling and ignition timing for the
+   [[#MAP|MAP]]/[[#IAT|IAT]] system</TD>
-  combustion process. To do this it looks at how much load the engine is under
+</TR>
-  (from the MAF in a ST1x5 or from the MAP/IAT system in a ST205) as well as the
+<TR>
-  engine RPM<p>Armed with this information it will then consult two maps - one
+  <TD class="gt4dccolored" height="57"><div id="MAP"></div>MAP</TD>
-  for amount of fuel and one for amount of ignition timing</p>
+  <TD class="gt4dccolored" height="57">Manifold Absolute Pressure</TD>
-  <p>The maps themselves are made up of a 2 dimensional table. One axis is
+   <TD class="gt4dccolored" height="57">Measures the absolute air pressure in the manifold<br>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|Maps]] it should be using to run the engine <br>Only used on the ST205</TD>
-  indexed by the engine rpm and the other is indexed by engine loading</p>
+</TR>
-  <p>At any given rpm the ECU will select that RPM row (or the closest to it)
+<TR>
-  and then move along the row until it reaches the column corresponding to the
+  <TD class="gt4dccolored" height="57"><div id="Maps"></div>Maps</TD>
-  current load on the engine. It then uses the value from this single cell to
+  <TD class="gt4dccolored" height="57">ECU Maps</TD>
-  determine how much fuel the engine needs (from the fuel map) and how much
+   <TD class="gt4dccolored" height="57">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<br>Armed with this information it will then consult two maps - one for amount of fuel and one for amount of ignition timing<br>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<br>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)</TD>
-  ignition advance it needs (from the ignition map)</TD></TR>
+</TR>
-<TR><TD class="gt4dccolored" height="57"><div id="MBC"></div>MBC</TD><TD class="gt4dccolored" height="57">Manual Boost
+<TR>
-  Controller</TD>
+  <TD class="gt4dccolored" height="57"><div id="MBC"></div>MBC</TD>
-   <TD class="gt4dccolored" height="57">A valve used to bleed wastegate activation pressure in an effort to increase boost<p>
+  <TD class="gt4dccolored" height="57">Manual Boost Controller</TD>
-  Usually refers to a <a href="#RV">Relief Valve</div></TD></TR>
+   <TD class="gt4dccolored" height="57">A valve used to bleed wastegate activation pressure in an effort to increase boost<br>Usually refers to a [[#RV|Relief Valve]]</TD>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+</TR>
-<div id="letterN"></div>N
+<TR>
-</TD></TR>
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-<TR><TD class="gt4dccolored" height="38"><div id="NA"></div>NA</TD><TD class="gt4dccolored" height="38">Normally Aspirated</TD>
+    <div id="letterN"></div>N
-   <TD class="gt4dccolored" height="38">A non-turbo car.  Not a GT4 then</TD></TR>
+  </TD>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+</TR>
-<div id="letterO"></div>O
+<TR>
-</TD></TR>
+  <TD class="gt4dccolored" height="38"><div id="NA"></div>NA</TD>
-<TR><TD class="gt4dccolored" height="38"><div id="Offset"></div>Offset</TD><TD class="gt4dccolored" height="38">&nbsp;</TD>
+  <TD class="gt4dccolored" height="38">Normally Aspirated</TD>
-   <TD class="gt4dccolored" height="38">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).
+   <TD class="gt4dccolored" height="38">A non-turbo car. Not a GT4 then</TD>
-  See the <a href="/website/faq/faq_wheels.htm">Wheel Primer</div> for a better
+</TR>
-  description</TD></TR>
+<TR>
-<TR><TD class="gt4dccolored" height="38"><div id="opendiff"></div>Open Diff</TD><TD class="gt4dccolored" height="38">&nbsp;</TD>
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-   <TD class="gt4dccolored" height="38">A simple form of diff where there is no limit on the
+    <div id="letterO"></div>O
-  differential rotation speed between one wheel and the other<p>The advantage of
+  </TD>
-  this on a road car is that it will go round very tight corners where one wheel
+</TR>
-  is rotating much faster than the other</p>
+<TR>
-  <p>The disadvantage is that if one wheel loses traction it will spin
+  <TD class="gt4dccolored" height="38"><div id="Offset"></div>Offset</TD>
-  continuously leaving the other wheel with do grip to drive the car forward</TD></TR>
+  <TD class="gt4dccolored" height="38">&nbsp;</TD>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+   <TD class="gt4dccolored" height="38">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 offsets|Wheel Primer]] for a better description</TD>
-<div id="letterP"></div>P
+</TR>
-</TD></TR>
+<TR>
-<TR><TD class="gt4dccolored" height="57"><div id="PCD"></div>PCD</TD><TD class="gt4dccolored" height="57">Pitch Circle Diameter</TD>
+  <TD class="gt4dccolored" height="38"><div id="opendiff"></div>Open Diff</TD>
-   <TD class="gt4dccolored" height="57">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</TD></TR>
+  <TD class="gt4dccolored" height="38">&nbsp;</TD>
-<TR><TD class="gt4dccolored" height="57"><div id="PCV"></div>PCV</TD><TD class="gt4dccolored" height="57">Positive Crankcase Ventilation</TD>
+   <TD class="gt4dccolored" height="38">A simple form of diff where there is no limit on the differential rotation speed between one wheel and the other<br>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<br>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</TD>
-   <TD class="gt4dccolored" height="57">In every engine some of the combustion gasses will always blow
+</TR>
-  past the piston rings when the cylinder fires. Left unchecked this will
+<TR>
-  pressurize the crankcase and place additional unwelcome load on all of the oil
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-  seals in the engine<p>To combat this the crankcase is actually ventilated to
+    <div id="letterP"></div>P
-  avoid any pressure buildup from exhaust gases.</p>
+  </TD>
-  <p>Is standard cars this vent is actually connected back to the air inlet
+</TR>
-  system to prevent the emission of harmful oil/exhaust fumes into the
+<TR>
-  atmosphere.<p>As the engine becomes older and more work the PCV system can
+  <TD class="gt4dccolored" height="57"><div id="PCD"></div>PCD</TD>
-  actually start to re-circulate fine oil vapors back into the inlet system. To
+  <TD class="gt4dccolored" height="57">Pitch Circle Diameter</TD>
-  overcome this a catch can may be fitted</TD></TR>
+   <TD class="gt4dccolored" height="57">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</TD>
-<TR><TD class="gt4dccolored" height="57"><div id="Propshaft"></div>Propshaft</TD><TD class="gt4dccolored" height="57">&nbsp;</TD>
+</TR>
-   <TD class="gt4dccolored" height="57">Essentially another form of driveshaft but this has a very
+<TR>
-  specific meaning<p>A propshaft connects drive from the engine at the front of
+  <TD class="gt4dccolored" height="57"><div id="PCV"></div>PCV</TD>
-  the car to the rear differential at the rear</TD></TR>
+  <TD class="gt4dccolored" height="57">Positive Crankcase Ventilation</TD>
-<TR><TD class="gt4dccolored" height="57"><div id="PIM"></div>PIM</TD><TD class="gt4dccolored" height="57">Pressure at Intake Manifold</TD>
+   <TD class="gt4dccolored" height="57">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<br>To combat this the crankcase is actually ventilated to avoid any pressure buildup from exhaust gases.<br>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.<br>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</TD>
-   <TD class="gt4dccolored" height="57">See <a href="#MAP">MAP</div></TD></TR>
+</TR>
-<TR><TD class="gt4dccolored" height="38"><div id="PSI"></div>PSI</TD><TD class="gt4dccolored" height="38">Pounds per Square Inch</TD>
+<TR>
-   <TD class="gt4dccolored" height="38">Measurement of pressure, usually referring to turbo boost (see also Bar).  1 PSI = 0.0689 bar</TD></TR>
+  <TD class="gt4dccolored" height="57"><div id="Propshaft"></div>Propshaft</TD>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+  <TD class="gt4dccolored" height="57">&nbsp;</TD>
-<div id="letterQ"></div>Q
+   <TD class="gt4dccolored" height="57">Essentially another form of driveshaft but this has a very specific meaning<br>A propshaft connects drive from the engine at the front of the car to the rear differential at the rear</TD>
-</TD></TR>
+</TR>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+<TR>
-<div id="letterR"></div>R
+  <TD class="gt4dccolored" height="57"><div id="PIM"></div>PIM</TD>
-</TD></TR>
+  <TD class="gt4dccolored" height="57">Pressure at Intake Manifold</TD>
-<TR><TD class="gt4dccolored" height="95"><div id="Rad"></div>Rad</TD><TD class="gt4dccolored" height="95">Radiator</TD>
+   <TD class="gt4dccolored" height="57">See [[#MAP|MAP]]</TD>
-   <TD class="gt4dccolored" height="95">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</TD></TR>
+</TR>
-<TR><TD class="gt4dccolored" height="19"><div id="RC"></div>RC</TD><TD class="gt4dccolored" height="19">Rally Champ</TD>
+<TR>
-   <TD class="gt4dccolored" height="19">Same meaning as CS</TD></TR>
+  <TD class="gt4dccolored" height="38"><div id="PSI"></div>PSI</TD>
-<TR><TD class="gt4dccolored" height="19"><div id="Recirc"></div>Recirc</TD><TD class="gt4dccolored" height="19">
+  <TD class="gt4dccolored" height="38">Pounds per Square Inch</TD>
-  Recirculating</TD><TD class="gt4dccolored" height="19">A variation of the Blow Off valve where
+   <TD class="gt4dccolored" height="38">Measurement of pressure, usually referring to turbo boost (see also Bar).  1 PSI = 0.0689 bar</TD>
-  excess boost pressure is fed back into the inlet system rather than to
+</TR>
-  atmosphere<p>The ST205 uses a recirc dump valve as standard and all the other
+<TR>
-  ST1x5 models work best with recirc</TD></TR>
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-<TR><TD class="gt4dccolored" height="19"><div id="RV"></div>RV</TD><TD class="gt4dccolored" height="19">Relief Valve</TD>
+    <div id="letterQ"></div>Q
-   <TD class="gt4dccolored" height="19">A device for controlling boost pressure.<p>It works by
+  </TD>
-  blocking the turbo to wastegate line until a preset pressure has been
+</TR>
-  achieved. This is generally done using a ball bearing and spring mechanism.
+<TR>
-  When pressure is low the ball beating is held at one end of a tube by spring
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-  pressure. As boost pressure increases the ball bearing will try to lift until
+    <div id="letterR"></div>R
-  eventually boost pressure overcomes spring pressure opening the valve and
+  </TD>
-  exposing the wastegate to boost pressure as normal</p>
+</TR>
-  <p>While this is a very simple idea it can be a very effective and very cheap
+<TR>
-  way of increasing boost pressure. The drawback is that they are prone to
+  <TD class="gt4dccolored" height="95"><div id="Rad"></div>Rad</TD>
-  pressure variation over time and can often become clogged by engine oil vapour
+  <TD class="gt4dccolored" height="95">Radiator</TD>
-  causing unwelcome boost variations</TD></TR>
+   <TD class="gt4dccolored" height="95">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</TD>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+</TR>
-<div id="letterS"></div>S
+<TR>
-</TD></TR>
+  <TD class="gt4dccolored" height="19"><div id="RC"></div>RC</TD>
-<TR><TD class="gt4dccolored" height="95"><div id="Solenoid"></div>Solenoid</TD><TD class="gt4dccolored" height="95">&nbsp;</TD>
+  <TD class="gt4dccolored" height="19">Rally Champ</TD>
-   <TD class="gt4dccolored" height="95">A generic name for an electrically operated mechanical switch.<p>
+   <TD class="gt4dccolored" height="19">Same meaning as CS</TD>
-  In turbo applications it is most likely to be used in a boost controller
+</TR>
-  solenoid context. This allows a boost controller to electronically control the
+<TR>
-  bleeding of pressure from the wastegate resulting in an increase in turbo
+  <TD class="gt4dccolored" height="19"><div id="Recirc"></div>Recirc</TD>
-  boost pressure</TD></TR>
+  <TD class="gt4dccolored" height="19">Recirculating</TD>
-<TR><TD class="gt4dccolored" height="95">Spring</TD><TD class="gt4dccolored" height="95">Suspension spring</TD><TD class="gt4dccolored" height="95">
+  <TD class="gt4dccolored" height="19">A variation of the Blow Off valve where excess boost pressure is fed back into the inlet system rather than to atmosphere<br>The ST205 uses a recirc dump valve as standard and all the other ST1x5 models work best with recirc</TD>
-  The main weight carrying part of the suspension. It is these springs which
+</TR>
-  actually hold the weight of the car. In simple terms it is a coil of spring
+<TR>
-  steel which compresses under loading.</TD></TR>
+  <TD class="gt4dccolored" height="19"><div id="RV"></div>RV</TD>
-<TR><TD class="gt4dccolored" height="57">Strut</TD><TD class="gt4dccolored" height="57">Suspension Strut</TD>
+  <TD class="gt4dccolored" height="19">Relief Valve</TD>
-   <TD class="gt4dccolored" height="57">The GT-Four has four suspension struts - one for each wheel<p>
+   <TD class="gt4dccolored" height="19">A device for controlling boost pressure.<br>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<br>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</TD>
-  Each strut is made up of two distinct parts - the damper assembly and the
+</TR>
-  spring</p>
+<TR>
-  <p>In all versions the strut can be removed from the car as a complete unit</TD></TR>
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-<TR><TD class="gt4dccolored" height="57"><div id="Superstrut"></div>Superstrut</TD><TD class="gt4dccolored" height="57">&nbsp;</TD>
+    <div id="letterS"></div>S
-   <TD class="gt4dccolored" height="57">Front suspension setup used on the ST205 model. Aims to keep
+  </TD>
-  front wheel camber constant during cornering and suspension travel to improve
+</TR>
-  the overall handling.<p>The system is quite complex and prone to wear over the
+<TR>
-  course of 40-50k miles</p>
+  <TD class="gt4dccolored" height="95"><div id="Solenoid"></div>Solenoid</TD>
-  <p>Quite expensive to replace when it does eventually wear</TD></TR>
+  <TD class="gt4dccolored" height="95">&nbsp;</TD>
-<TR><TD class="gt4dccolored" height="57"><div id="Suspension"></div>Suspension</TD><TD class="gt4dccolored" height="57">&nbsp;</TD>
+   <TD class="gt4dccolored" height="95">A generic name for an electrically operated mechanical switch.<br>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</TD>
-   <TD class="gt4dccolored" height="57"><p>There are two main components in a suspension system -
+</TR>
-  springs and dampers, both described in simple terms elsewhere<p>The overall
+<TR>
-  suspension performance is determines between the interaction of these two
+  <TD class="gt4dccolored" height="95">Spring</TD>
-  basic components which interact with each other<p>If the car was only
+  <TD class="gt4dccolored" height="95">Suspension spring</TD>
-  supported by springs, with no dampers, it would be very unsafe and unpleasant
+  <TD class="gt4dccolored" height="95">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.</TD>
-  to drive. If the spring is compressed (say by a bump) it stores that energy
+</TR>
-  then releases it when the compressing force is removed. However, the spring
+<TR>
-  will not stop at it's original length but will extend further than it should,
+  <TD class="gt4dccolored" height="57">Strut</TD>
-  then compress again etc etc. This results in an extremely unpleasant
+  <TD class="gt4dccolored" height="57">Suspension Strut</TD>
-  oscillating motion which makes the car very hard to control. You can actually
+   <TD class="gt4dccolored" height="57">The GT-Four has four suspension struts - one for each wheel<br>Each strut is made up of two distinct parts - the damper assembly and the spring<br>In all versions the strut can be removed from the car as a complete unit</TD>
-  see this in action even on a damped car. If you press firmly down on a wing
+</TR>
-  for example you see the car sag then rebound, oscillate a little, but very
+<TR>
-  quickly settle back to it's original position. Un-damped the oscillation would
+  <TD class="gt4dccolored" height="57"><div id="Superstrut"></div>Superstrut</TD>
-  just keep going<p><p>This controlling or Damping force is provided by
+  <TD class="gt4dccolored" height="57">&nbsp;</TD>
-  the <a href="#Damper">damper</div>. The resistance from this damper will quickly
+   <TD class="gt4dccolored" height="57">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.<br>The system is quite complex and prone to wear over the course of 40-50k miles<br>Quite expensive to replace when it does eventually wear</TD>
-  stop the oscillations<p>Suspension tuning is a very long subject and many
+</TR>
-  books have been written on this subject alone. One thing to remember is that
+<TR>
-  if your car is on the original suspension it is now likely to be very tired
+  <TD class="gt4dccolored" height="57"><div id="Suspension"></div>Suspension</TD>
-  and in need of replacement</TD></TR>
+  <TD class="gt4dccolored" height="57">&nbsp;</TD>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+   <TD class="gt4dccolored" height="57"><br>There are two main components in a suspension system - springs and dampers, both described in simple terms elsewhere<br>The overall suspension performance is determines between the interaction of these two basic components which interact with each other<br>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. <br>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<br><br>This controlling or Damping force is provided by the [[#Damper|damper]]. The resistance from this damper will quickly stop the oscillations<br>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</TD>
-<div id="letterT"></div>T
+</TR>
-</TD></TR>
+<TR>
-<TR><TD class="gt4dccolored" height="57"><div id="TB"></div>TB</TD><TD class="gt4dccolored" height="57">Throttle Body</TD><TD class="gt4dccolored" height="57">
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-  This controls the flow of air into the engine. It basically consists of a
+    <div id="letterT"></div>T
-  rotating flap in a pipe. When the flap is closed the engine is starved of air
+  </TD>
-  and will not produce much power. When the flap is open the air can consume as
+</TR>
-  much air as possible producing it's maximum amount of power<p>On all GT-Four
+<TR>
-  standard cars it is attached between the inlet manifold and intercooler
+  <TD class="gt4dccolored" height="57"><div id="TB"></div>TB</TD>
-  towards the back of the engine bay. Easily identified by the control cable
+  <TD class="gt4dccolored" height="57">Throttle Body</TD>
-  connected to it (and the accelerator pedal)<p>The ST205 features a larger
+  <TD class="gt4dccolored" height="57">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<br>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)<br>The ST205 features a larger throttlebody than other models</TD>
-  throttlebody than other models</TD></TR>
+</TR>
-<TR><TD class="gt4dccolored" height="57"><div id="TopMount"></div>TMIC</TD><TD class="gt4dccolored" height="57">TopMount
+<TR>
-  InterCooler</TD><TD class="gt4dccolored" height="57">The variation of the <a href="#ATA">Air To Air</div>
+  <TD class="gt4dccolored" height="57"><div id="TopMount"></div>TMIC</TD>
-  intercooler as used on the ST185 model. The air to air core is mounted on top
+  <TD class="gt4dccolored" height="57">TopMount InterCooler</TD>
-  of the engine block, hence the name topmount<p>See also <a href="#Heatsoak">
+  <TD class="gt4dccolored" height="57">The variation of the [[#ATA|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<br>See also [[#Heatsoak|heatsoak]]</TD></TR>
-  heatsoak</div></TD></TR>
+<TR>
-<TR><TD class="gt4dccolored" height="57"><div id="TPS"></div>TPS</TD>
+  <TD class="gt4dccolored" height="57"><div id="TPS"></div>TPS</TD>
-<TD class="gt4dccolored" height="57">Throttle Position Sensor</TD>
+  <TD class="gt4dccolored" height="57">Throttle Position Sensor</TD>
-   <TD class="gt4dccolored" height="57">Allows the ECU to determine how much power the driver is
+   <TD class="gt4dccolored" height="57">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<br>NB the TPS sensor is actually located on the throttle body not the accelerator pedal</TD></TR>
-  asking the engine for by measuring the position of the accelerator pedal. The
+<TR>
-  ECU can then adjust engine fuel and timing parameters accordingly<p>NB the TPS
+  <TD class="gt4dccolored" height="57"><div id="TTE"></div>TTE</TD>
-  sensor is actually located on the throttle body not the accelerator pedal</TD></TR>
+  <TD class="gt4dccolored" height="57">Toyota Team Europe</TD>
-<TR><TD class="gt4dccolored" height="57"><div id="TTE"></div>TTE</TD><TD class="gt4dccolored" height="57">Toyota Team Europe</TD>
+   <TD class="gt4dccolored" height="57">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 the successful Toyota F1 team</TD>
-   <TD class="gt4dccolored" height="57">Branch of Toyota involved in motorsport, particularly rallying
+</TR>
-  in the past with the ST165, ST185, ST205 and Corolla based WRC cars. Recently
+<TR>
-  involved in Le Mans and
+  <TD class="gt4dccolored" height="76"><div id="Turbo"></div>Turbo</TD>
-  currently they have a very successful&nbsp; F1 team</TD></TR>
+  <TD class="gt4dccolored" height="76">&nbsp;</TD>
-<TR><TD class="gt4dccolored" height="76"><div id="Turbo"></div>Turbo</TD><TD class="gt4dccolored" height="76">&nbsp;</TD>
+   <TD class="gt4dccolored" height="76">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<br>Read the [[Turbo Operation|Turbo Primer]] for an introduction to turbo systems</TD>
-   <TD class="gt4dccolored" height="76">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<p>
+</TR>
-  Read the <a href="/website/technical/TurboOperation.htm">Turbo Primer </div>for
+<TR>
-  an introduction to turbo systems</TD></TR>
+  <TD class="gt4dccolored" height="76"><div id="TVIS"></div>T-VIS</TD>
-<TR><TD class="gt4dccolored" height="76"><div id="TVIS"></div>T-VIS</TD><TD class="gt4dccolored" height="76">Toyota Variable Intake System</TD>
+  <TD class="gt4dccolored" height="76">Toyota Variable Intake System</TD>
-   <TD class="gt4dccolored" height="76">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</TD></TR>
+   <TD class="gt4dccolored" height="76">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</TD>
-<TR><TD class="gt4dccolored" height="133"><div id="TVSV">T-VSV</div></TD><TD class="gt4dccolored" height="133">&nbsp;</TD>
+</TR>
-   <TD class="gt4dccolored" height="133">Allows the ECU to control boost pressure. Is is basically a
+<TR>
-  simplified version of an EBC solenoid which allows the ECU to bleed pressure
+  <TD class="gt4dccolored" height="133"><div id="TVSV">T-VSV</div></TD>
-  from the <a href="#Wastegate">wastegate</div> to achieve it's target boost map.<p>
+  <TD class="gt4dccolored" height="133">&nbsp;</TD>
-  In 1x5 models this appears to be an electronically controlled <a href="#BleedValve">Bleed
+   <TD class="gt4dccolored" height="133">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|wastegate]] to achieve it's target boost map.<br>In 1x5 models this appears to be an electronically controlled [[#BleedValve|Bleed Valve]]<br>In the 205 is actually is a boost control solenoid</TD>
-  Valve</div></p>
+</TR>
-  <p>In the 205 is actually is a boost control solenoid</TD></TR>
+<TR>
-<TR><TD class="gt4dccolored" height="133"><div id="TVSV">Twin Entry</div></TD><TD class="gt4dccolored" height="133">&nbsp;</TD>
+  <TD class="gt4dccolored" height="133"><div id="TVSV">Twin Entry</div></TD>
-   <TD class="gt4dccolored" height="133">Contrary to popular belief the GF-Four is not a twin turbo.
+  <TD class="gt4dccolored" height="133">&nbsp;</TD>
-  It is a twin entry single turbo<p>What this means is that the path to the
+   <TD class="gt4dccolored" height="133">Contrary to popular belief the GF-Four is not a twin turbo. It is a twin entry single turbo<br>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<br>The principle advantage of this is that exhaust gas pulses are spread out better reducing pressure in the exhaust manifold. In a &quot;normal&quot; 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<br>In the twin entry system cylinders 1&amp;4 and cylinders 2&amp;3 are twinned together. This means that there
-  exhaust turbine is actually divided into two separate channels with two
+   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<br> Present on ST185 and ST205 models only with the ST165 having a normal &quot;single entry&quot; type turbo</TD>
-  cylinders coupled together into a single channel into the turbo<p>The
+</TR>
-  principle advantage of this is that exhaust gas pulses are spread out better
+<TR>
-  reducing pressure in the exhaust manifold. In a &quot;normal&quot; system all of the
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-  cylinders feed into a single manifold. As each cylinder exhaust there is a
+    <div id="letterU"></div>U
-  spike in manifold pressure caused by the restriction of the turbo.
+  </TD>
-  Consequently manifold pressure is relatively high and this can start to effect
+</TR>
-  the flow of exhaust gas out of each cylinder<p>In the twin entry system
-  cylinders 1&amp;4 and cylinders 2&amp;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<p>Present on ST185
-  and ST205 models only with the ST165 having a normal &quot;single entry&quot; type turbo</TD></TR>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-<div id="letterU"></div>U
-</TD></TR>
 <tr>
-   <TD class="gt4dccolored" height="57"><div id="Undertray"></div>Undertray</TD><TD class="gt4dccolored" height="57">&nbsp;</TD>
+   <TD class="gt4dccolored" height="57"><div id="Undertray"></div>Undertray</TD>
-   <TD class="gt4dccolored" height="57">The plastic covers underneath the engine bay<p>It is difficult
+  <TD class="gt4dccolored" height="57">&nbsp;</TD>
-  to say whether they make any aerodynamic difference to the car or not.
+   <TD class="gt4dccolored" height="57">The plastic covers underneath the engine bay<br>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<br>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</TD>
-  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</p>
-  <p>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</TD>
 </tr>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+<TR>
-<div id="letterV"></div>V
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-</TD></TR>
+    <div id="letterV"></div>V
-<TR><TD class="gt4dccolored" height="57"><div id="VSV"></div>VSV</TD><TD class="gt4dccolored" height="57">Vacuum Switching Valve</TD>
+  </TD>
-   <TD class="gt4dccolored" height="57">Used to control things affected by vacuum. it is basically an
+</TR>
-  electrically controlled open/close pipe switch very similar to a solenoid</TD></TR>
+<TR>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+  <TD class="gt4dccolored" height="57"><div id="VSV"></div>VSV</TD>
-<div id="letterW"></div>W
+  <TD class="gt4dccolored" height="57">Vacuum Switching Valve</TD>
-</TD></TR>
+   <TD class="gt4dccolored" height="57">Used to control things affected by vacuum. it is basically an electrically controlled open/close pipe switch very similar to a solenoid</TD></TR>
-<TR><TD class="gt4dccolored" height="57"><div id="Wastegate"></div>Wastegate</TD><TD class="gt4dccolored" height="57">&nbsp;</TD>
+<TR>
-   <TD class="gt4dccolored" height="57">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</TD></TR>
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-<TR><TD class="gt4dccolored" height="57">WI</TD><TD class="gt4dccolored" height="57">Water Injection</TD><TD class="gt4dccolored" height="57">A
+    <div id="letterW"></div>W
-  system which allows the injection of small amounts of water vapor into the
+  </TD>
-  inlet air system<p>The main purpose of this is to cool the inlet charge
+</TR>
-  reducing the chance of detonation and making the standard intercoolers
+<TR>
-  slightly more efficient. It also enables higher power to be run for longer
+  <TD class="gt4dccolored" height="57"><div id="Wastegate"></div>Wastegate</TD>
-  periods of time without charge temperatures climbing into the danger zone</TD></TR>
+  <TD class="gt4dccolored" height="57">&nbsp;</TD>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+   <TD class="gt4dccolored" height="57">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</TD>
-<div id="letterX"></div>X
+</TR>
-</TD></TR>
+<TR>
+  <TD class="gt4dccolored" height="57">WI</TD>
+  <TD class="gt4dccolored" height="57">Water Injection</TD>
+  <TD class="gt4dccolored" height="57">A  system which allows the injection of small amounts of water vapor into the inlet air system<br>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</TD></TR>
+<TR>
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+    <div id="letterX"></div>X
+  </TD>
+</TR>
 <tr>
-   <TD class="gt4dccolored" height="57"><div id="XTRAK"></div>Xtrac</TD><TD class="gt4dccolored" height="57">&nbsp;</TD>
+   <TD class="gt4dccolored" height="57"><div id="XTRAK"></div>Xtrac</TD>
-   <TD class="gt4dccolored" height="57">The 5 speed sequential gearbox used on the rally cars<p>Still
+  <TD class="gt4dccolored" height="57">&nbsp;</TD>
-  obtainable today but cost prohibitive to say the least</TD>
+   <TD class="gt4dccolored" height="57">XTRAC is the company responsible for producing the 5 speed sequential gearbox used on the rally cars<br>original 3S-GTE XTRAC gearboxes are still obtainable today but cost prohibitive to say the least</TD>
 </tr>
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+<TR>
-<div id="letterY"></div>Y
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
-</TD></TR>
+    <div id="letterY"></div>Y
-<TR><TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+  </TD>
-<div id="letterZ"></div>Z
+</TR>
-</TD></TR>
+<TR>
-<TR><TD class="gt4dccolored" height="38">3S-GTE</TD><TD class="gt4dccolored" height="38">&nbsp;</TD><TD class="gt4dccolored" height="38">Toyota engine used in all Celica GT-FOURs, although with differences from year to year (or month to month for 1986-1988 models)</TD></TR>
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+    <div id="letterZ"></div>Z
+  </TD>
+</TR>
+<TR>
+  <TD class="gt4dccolored" bgcolor="#e5e5e5" colspan=3 height="19">
+    <div id="number3"></div>3
+  </TD>
+</TR>
+<TR>
+  <TD class="gt4dccolored" height="38">3S-GTE</TD>
+  <TD class="gt4dccolored" height="38">&nbsp;</TD>
+  <TD class="gt4dccolored" height="38">Toyota engine used in all Celica GT-FOURs, although with differences from year to year (or month to month for 1986-1988 models)</TD></TR>
 </TABLE>
 </center>