AutoSpeed — Toyota Soarer Twin-Turbo

18 Мар 2015 | Author: | No comments yet »

Words by Michael Knowling, Pix by Edgar

When the ZZ-series of Soarers was released in Japan 1991, there were two configurations available — a V8 making 194kW and a 2.5-litre six with 206kW. The auto-only V8 was promoted as Toyota’s flagship coupe, while the twin-turbo came with less as more a ‘sports machine’. already tested a V8 Soarer Performance — Lexus V8 ], as well as the later-model 3.0-litre version [Soarer 3-litre ] this time we’ll a look at the go-fast JZZ30

A 1600kg 2.5-litre Luxury Car?

The Soarer TT comes by a 1JZ-GTE 2.5-litre DOHC, twin-turbo intercooled straight Running on high-octane unleaded it delivers the Japanese output 206kW (at 6200 rpm) and a 363Nm (at 4800 rpm).

impressive for a 2.5-litre engine.

On it appears that the Soarer motor almost equals the 3.0-litre twin-turbo six in the RZ Supra but it’s nothing like when you hit the road. You see, the engine has a 0.5-litre swept advantage and it also relies on one of its sequential twin-turbos to give a whack of boost (and torque) at low rpm and load. The second then comes on to maintain in mid-to-high rpm and load ranges. Put this two-stage turbo gives a tremendous dollop of everywhere in the rev range.

The Soarer — most — doesn’t have a turbo set-up. The gasses its 1JZ-GTE head are constantly into two simultaneously operating this means boost and low-rpm torque are both a way behind the sequentially-turbo’d RZ Supra. You notice this bottom-end when punching the 1600kg off the line — it feels doughy until just 3000 rpm. Even it doesn’t have the urgency of the down low, however, the always remains beautifully and smooth — signs of extensive ECU mapping. On-boost builds progressively, though the throttle wide-open and it starts to — while the engine sounds a bit thrashy above 6000 rpm.

Automatic or

Due to the engine’s lack of low-down we found the Soarer more to drive when fitted the 4-speed automatic transmission. because the converter multiplies torque going to the rear as well as allowing engine flare (often by up to 800 rpm). increasing engine loads as when climbing a gradual the transmission is also very to slide back a gear or helping to keep the engine on The engine and trans is obviously a well calibrated pair.

said that, the automatic did fast cornering a little — the torque converter and eagerness to change down throttle control very

With a small amount of applied, our automatic test car ran standstill to 100 km/h in around 6.9 (on a fairly cold night). We on the spot that it’s a quick vehicle — it feels like a six second

The rare 5-speed manual (which some have is good for 0-100 in the 5s) is not much than the auto without a big dump and brutal shifting. under these circumstances you extract any worthwhile acceleration over the auto. In gears, we noted that there’s separating the performance of the two cars with the different transmissions.

we most dislike about the Soarer is that it emphasises the bottom-end torque shortcoming; your foot on the accelerator at low rpm and you to wait until road equates to about 3000 rpm any real urge become The gearbox shift action is quite high-effort and long-throw totally out of keeping with the of the car’s light-and-luxury feel.

And brings us to the Soarer’s opulent

Step Inside.

As mentioned, the Soarer does not offer the trim level of the V8 models as the Limited) — but it’s one of the comfiest cars around. Soarer TTs come with seats (with a very flock), though you can find models optioned with leather trim. Regardless of material, up front are two giant offering a good mix of comfort and Note that — on spec — some TTs have electrically operated

A very functional cabin are the two primary rotary knobs for the climate and sound system Only one of our test vehicles had the optional CD/cassette/tuner sound which — using the tweeters, mid-rangers and rear subwoofer — sounds clear and well imaged. there’s no need to alter any of the upgrade sound system to be able to pick up local frequencies). Note, however, a radio/cassette is offered as base to early TTs. Other Soarer features include windows and mirrors, central trip meter and more. options include cruise, the upgrade sound system, seats and a driver’s side (contained in an odd-feeling oval steering wheel). Dual became standard fitment to after 1996.

Flaunt It!

the Soarer was based on the biggest is theme. This can be seen in the size of the doors, which due to their weight — are on sturdy-looking cast hinges. the door opening is quite giving poor access. the whole Soarer/Lexus SC range was at the US market. So — rather try to what style Americans — Toyota Japan had Californian team come up the design. Fat and swoopy are the two words commonly used to describe the ZZ body. Front and rear were available as options. An (involving revised taillights and a frontal change) occurred in and another update (of taillights, bumper, skirts, front bar and followed in 1996.


Interestingly, the Soarer is actually and shorter in length and height its parent Lexus LS400. its skin are double wishbones and front and rear (with forged alloy components throughout). Our red test vehicle the 1995 GT-T L-pack came fitted with Piezo Controlled suspension The ride in both of these — despite being a tad on the side — feels well sorted, and NVH levels are low. Manual vehicles with an optional Torsen while the auto had an open-centre Traction control was also on post-1996 models.

The Soarer’s is generally well weighted, has a linear response and has good for a vehicle of this type. The pedal is equally well and stopping power is quite Note that ABS came as an on early Soarer twin-turbos, but as fitment in later models.

a Soarer TT

The asking price of a Soarer depends largely on its level, gearbox (auto or and age. We have seen for as low as $17k, but — as a more guide — our two immaculate cars were selling for and $35,990 (fully complied and a 3 year warranty) through Sports and Luxury Cars. The 1991 2.5GT grey had 83,000km on the clock, while the 1995 2.5GT-T L-pack red had only 62,000km. Both fitted with aftermarket alloys, a Sports and Luxury custom rear spoiler and the vehicle also had a styled bar and skirts.

Certainly, a vehicle with level of performance, sophistication, and quality is something special on its own let alone at bargain prices this.

Apart from around for reasonable insurance (prices may shock you!), only one other phone we’d make before a Soarer — that is, to a mechanic who really knows they’re doing. Get them to go the car, looking for absolutely that looks amiss. imagine some replacement would be very expensive labour intensive to fit). Oh, and be wary of Soarers that blue smoke — invariably a worn turbo or two like the turbos used to out on the previous 2.0-litre 1G-GTE-engined

If you’re interested in modifications, the 1JZ react well to just an and intake. The factory exhaust is for whisper quietness, so an aftermarket will release quite a few cfm and, of course, power. The goes for the intake — suggest a fat cold air induction to ensure the engine isn’t to breathe in anything hotter it has to.

Speaking of intake temps, our mod would be a larger intercooler. The thick standard core in the left hand guard well, but — given low-octane fuels — be keen on anything that prevent detonation. With an intake and intercooler you’d be factory style reliability and around 20 percent more

More than enough for the person who likes to drive in big-ass comfort.


The really is a unique car in our market a large and luxurious two-door these days is an astonishing machine for the quality of engineering you’re getting. We think the automatic transmission better the torque and luxury characteristics of the twin turbo engine, and the response of this combo and the weight that you’re around — makes the car a cruiser than performance machine. That said, the hangs on very well, has brakes and steering — and is to push the blacktop backwards surprising urgency.



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