The thing is, most major performance parts for our cars are exclusive. When demands are very low, the price has to be higher to comphensate for the research and development. The only way to get the pricing low is if a good amount of people buy the actual product.

 

so... i'm not trying to offend anyone,but as a piece of constructive criticism , the chevy LS1 has a manifold design similar to the 1uz, and there are a few aftermarket manifolds available for it,so it stands to reason that there is power to be had here, but the ls1 aftermarket manifolds almost all use the stock design,so there must be a reason for this,no? i think the factory probably spent countless hours researching manifold design and i wonder how much of a coincidence it really is that the chev and toyota manifolds look similar???

 

I miss the good ole days.

cam+carb+heads+headers/H-pipe+gears=12s

 

Right, no offense taken to the post as it's a subject that folks give a lot of thought to. I'm positive that my pricing is well within the range of similar items for other platforms, especially when the size of the market is taken into account. If we had a large GS430/400 and SC430 base that were cleaning us out of product, then we can afford to be a little relaxed on pricing, however when the market is nearly nil, then obviously the parts are more expensive. With the 6 speed adapters, I firmly feel that the pricing is spot on. I produced them originally for my personal projects, and was hoping to share these with the commuity, but it seems the community may not be ready for them quite yet. Many complain about the cost of the swap, and my answer is always the same. Save more money.... Or even another option, hold off on buying those "XYZ" wheels and "VIP" bodykits that clog up the vendor section for years at a time. Those cost thousands, and by the time the wheels and kits are fitted properly to the body, will cost many more thousands.

Performance isn't all that expensive, it just depends on how much folks really want it. For instance, MVP can offer complete 5.0L stroked long blocks that are a complete drop in replacement for the bottom end/heads that are in the GS/SC now. MVP has also been talking about manufacturing an off the shelf turbo kit for the GS/SC. Both of those things would launch the GS/SC into a new world of "go fast" performance, but honestly I think the community isn't ready for that quite yet. With a pricetag of ~25K (right in line with the 2jz world) for the turbo kit and stroker longblock, it may be a waste of time to even offer it. I wish it wasn't because these V8's can be a real *** kicker when pushed to be.

Eric


As an opposing arguement, look closely at the 2jz aftermarket intake manifolds. They look absolutely nothing like stock manifold. Furthermore, while performing well as they should, none of those manifolds have ever been tested back to back properly with a stock intake manifold. I can guarantee that Toyota spent as much or more hours designing the MKIV Turbo intake as it was meant to go racing from the onset, yet there are many, many of us who toss it in the corner in favor of a better performing design. Let me say this, as it is the absolute truth... Toyota Lexus division is more concerned with passing emmissions, long service life, fuel economy, and cost of production than they are in making your GS a street killer.