2Spec Garage

2Spec Garage Specialist of MR2, GT-Four, and Toyota sports cars. Proprietary builds, resources, support, spare parts, reproduction parts and more.

E153 E150F E151F E154F E51 E52 E53 E56 E58, S54 & S53 ~ 3SGTE & 5SGTE
Engineered better, not slapped together. 2Spec Garage is dedicated to supporting data and specifications' to customise and enhance the E153 E150F E154 E53, 3SGTE / 5SGTE in MR2, GT4, and Celica. Based in Brisbane, customers all across Australia & the world. This is not a traditional business, rather a passion and hobby lifestyle to create mechanical outcomes at or better than spec.

🔧 Mount Madness – E-series gearbox front mounts strip out far too often. Rear mounts up to 6 bolts vs the front at only ...
29/05/2026

🔧 Mount Madness – E-series gearbox front mounts strip out far too often. Rear mounts up to 6 bolts vs the front at only 2 bolts… Disaster mounts and here’s how to fix it properly 👇

📸 First, identify whether you have an early or late E-series mount design.

🛠️ Early Design (or Ultimate Upgrade)
Requires a little MIG welding magic ✨
• Tap the side hole next to the lower front mount bracket hole to M10x1.25
• Add a small tab to the bracket by...
• Tack weld while mounted on the gearbox (don’t forget the cable bracket) Usually this piece of metal can be gained by removing from the rear mount
• Remove bracket from box and fully weld off the gearbox
• Paint and reinstall 🎨

🛠️ Late Design
Easy upgrade with an extra bolt 👍

• Use tracing paper to copy the 3rd/middle gearbox hole position
• Transfer to the bracket and drill the hole
• Use a small-head bolt

This is now included in our gearbox rebuilds.

✅ Now the front mount has 3 bolts instead of 2 and stronger for it.

⚠️ Installation Tips
• Clean/tap all threads before assembly
• Inspect bolt threads and replace damaged hardware
• Use full thread engagement
• Apply Loctite 243
• Work safe 👌

📏 OEM Torque Specs
Front Mount: 77Nm / 57ft-lbs
Top Mount: 52Nm / 38ft-lbs
Stiffener Plate: 37Nm / 27ft-lbs

💡 We personally run slightly less torque on the front/rear mounts than OEM spec — your choice.
⚠️ If using titanium bolts, reduce torque slightly.

💥 5SFE Block Generations. 5SGTE Build ~ Truth vs Internet Myths 💥“Throw the 5SFE & 3SGTE away.”“The late square block i...
29/05/2026

💥 5SFE Block Generations. 5SGTE Build ~ Truth vs Internet Myths 💥

“Throw the 5SFE & 3SGTE away.”
“The late square block is WAY stronger.”
“The early blocks crack near the water pump.”

Yet people are still out there abusing these engines for years at serious power 🤔 🏁 Youtube MR2 Australia (Glenns) track car punished an early block for YEARS — mountains, sprint tracks, hot days, endless abuse, 600whp, and has stayed strong.

Our sonic testing results:
🔹 Early 5SFE → 5.9mm
🔹 Late Round Plug → 5.9mm
🔹 USA / Square Boss → 6.1mm

Is 0.2mm the magic savior against detonation & cylinder stress? Probably not 😅 Cost difference is HUGE 😡

The Square IS heavier… roughly a cup of cast iron difference. Much of that weight comes from additional mounting bosses, not massively thicker cylinders.

Our philosophy:
✅ Re-engineer the weak points
✅ Oiling modifications
✅ Lightening where it matters
✅ Partial fill for real support

A 120mm+ deep water jacket on a 86mm or 91mm or 95mm stroke build is water space — not cylinder support. We’d rather reinforce the bore-to-block structure with a partial fill.

The internet says early blocks fail at the water pump area… but actual evidence is scarce. We’ve seen more forum talk than broken blocks. Even so, we don’t cut corners — we fill them for insurance

🏁 They say the 5SGTE / 3SGTE is throw away, we say they have a place to stay. At the end of the day:
Budget, timeframe, goals & intended use matter more than forum myths.

We didn't invent the wheel 🛞 or 5SGTE but we keep it rolling at the next level. Let us build it properly with confidence 🔧🔥

⚠️ Preparing to temporarily close down… disappear into the wilderness… depending who asks 🌏 Winter❄️Summer☀️The time is ...
23/05/2026

⚠️ Preparing to temporarily close down… disappear into the wilderness… depending who asks 🌏 Winter❄️Summer☀️

The time is now if you need something urgently… or maybe much later if you enjoy to wait 😅

A season of walk-about adventures begins — mostly offline, limited communication, and becoming one with the best of this world 🌲

📦 September: restart, reproduction parts and oem spares will be restocked, posts deleted to come back with concise new posts / the new work, new website/eBay and generally making it easier to get parts and info.

🛠️ Engine + gearbox customers:
• Next intake for boxes and engines is still planned for December.
• Reproduction synchros (those waiting for the sets of including 5th gear) + essential E-series spring kits are progressing — everyone waiting will be contacted once ready.
• Some orders may still be fulfilled while away… communication may simply arrive via a note in a wine bottle 📡😂

Huge thank you to everyone around the world and Australia who supports, shares the passion, and gives love and maintenance to the components 🙏 That's a wrap ~ TY

⚙️ CLEAN baseline. Every step, every stage, clean. Point of difference that separates a next level-built E series by 2S...
21/05/2026

⚙️ CLEAN baseline. Every step, every stage, clean.

Point of difference that separates a next level-built E series by 2Spec Garage is in the components, assembly technique not in the book, validation & evidence, and proprietary modifications ~ not what an untrained eye can see.

🔥 Engine component selection should be about DATA ~ fit for an individual's purpose 📊Every 5SGTE build should match the ...
14/05/2026

🔥 Engine component selection should be about DATA ~ fit for an individual's purpose 📊

Every 5SGTE build should match the individual's needs:
⚡ Powerband
🏁 Street / track / drag use
💰 Budget
⏱️ Timeframe
🛡️ Durability
🔧 RPM range & response

Current builds are proving there’s far more behind piston selection than just a brand name 👀

📍 Wrist pin location changes depending on rod length choice:
🔹 Extra long rod
🔹 Long rod
🔹 Standard / short rod

Long rod vs short rod affects:
⬆️ High RPM power (long)
⬇️ Low RPM torque response (short)
🛡️ Cylinder wear & engine durability
⚙️ Piston speed & loading characteristics

Then comes WEIGHT — where small numbers become huge at RPM 🚀

⚖️ Piston & Wrist Pin Weights:
🔹 CP Standard Pin ~ 396g
🔹 Wiseco HD Pin ~ 494g
🔹 DP HD Pin ~ 530g

🏆 DP pistons are proven in some of the drag racings fastest 5SGTE MR2s including Barnie (UK). Long rod known for strong mid & high RPM performance - proving product match to application.

🔥 Wiseco combinations have remained popular for street & track setups, 3SGTE "short" rod, where lower RPM response / torque suits the application.

🛡️ Coat your pistons

We don’t push one brand over another ❌
We support informed choices based on application, goals & real-world data 📈

📩 Contact us to discuss your 5SGTE build for your MR2 or GTFour or Celica or Dune buggy or whatever you vehicle you have,

Component evolution 🚀 2Spec Garage 🔥While others dabble across various engines, gearboxes — we go all in on a narrow set...
05/05/2026

Component evolution 🚀 2Spec Garage 🔥

While others dabble across various engines, gearboxes — we go all in on a narrow set of components. One obsession. Zero compromise. We don’t “build” like the rest. We enhance to next level 🧠🛠️

Not with guesswork… but with purpose-built tooling, engineered processes, and a level of component understanding that only comes from doing the same thing — relentlessly. Demanding better operation is our baseline.

Minimum of 8 hours on a 5SGTE block prep ⏱️ Not cleaning. Not torque wrench. Not the clearance work for transfer case. Not the things shown on YouTube. Proprietary modifications.

Minimum of 2 days on an E-series gearbox ⚙️ Not bearings. Not synchros. Not “rebuild work.” Proprietary modifications.

- Let that sink in.
That’s hours / days of modifications for measured refinement and detail most shops don’t even know exists… let alone execute.

Years of failures studied. Collaboration to solve. Weaknesses eliminated with better engineering. Operation improved. Limits redefined.

Validation not just assembly. Evidence recorded and provided to the owner. Assembly beyond the manual.

The difference between something that works… and something that performs flawlessly under pressure for longer against MORE 💥

Our methods? Proprietary. 🔒
A glimpse is shared to help others avoid failure. But the full process? That stays here.

And here’s the kicker 💡 Even with this level of time, precision, and obsession… We’re still coming in cheaper than the quotes you’ve been given - because we are set up to be. We're still where it goes to be fixed after someone else's first attempt.

If you want mechanic “rebuilt” — there are plenty of shops.

If you want next level — you know where to go 🧩 2Spec Garage

⚙️ GEAR RATIOS vs RPM — Acceleration Tips / Analysis Info in pictures. Maximum acceleration isn’t just power… it’s wher...
01/05/2026

⚙️ GEAR RATIOS vs RPM — Acceleration Tips / Analysis Info in pictures. Maximum acceleration isn’t just power… it’s where your engine lives after every shift.

📉 Drop out of the powerband = lost time
📉 Change gear = lost time
📈 Stay in it = relentless acceleration

🔥“Maximum acceleration” changes depending on the battlefield:
🏁 Drag strip (prep + slicks): brutal launches, minimal slip, rpm recovery is everything
🏎️ Time attack: corner exit rpm decides lap time, not peak dyno numbers
🚗 Street: traction limited, transient response > peak rpm
Same car? Different answer. Complex analysis ~ Every time.

🧠 THE REAL FORMULA
Acceleration = Powerband × Gear Ratio × Shift Quality

Key Factor 👉 The RPM you land in after the shift is critical.
That’s the difference between:
Falling to 3,500 rpm (off boost / out of powerband 😴)
Landing at 5,250 rpm (full send 🚀)

⚖️ TORQUE vs HP? YOU’RE MISSING THE POINT
Torque and power are just snapshots. RPM is the timeline.
Poor rpm recovery = dead zone between shifts.
Tight ratios = keep the engine in its effective window ~ if it makes the distance

📊 Attached shift tables tell of RPM vs Gear Ratio, most builds ignore. Its not a bolt-on part that's in trend, its engineering whiteboard.

⚠️ THE TRAP
“More gears / closer ratios = faster”

Not always.
Every shift =
⛔ time off throttle
⛔ boost drop
⛔ inertia interruption
⛔ more shifts

👉 One extra shift can cost more than being slightly out of peak power

🔧 BUILD FOR RPM

If rpm is part of your strategy, support it properly:
🧵 Valve springs matched to target rpm (control > float)
🎯 Camshafts that actually make power where you shift
🛢️ Oil control (gallery chamfering, drain-back, pressure stability)
🌡️ Oil grade that survives sustained high rpm heat
⚖️ Balanced rotating assembly (not optional at high rpm)
🧪 Manage weight in the system
🎯 Built gearbox to shift fast under hard conditions

⚙️ GEARING STRATEGY TIPS
📏 Calculate rpm drop after every shift (not just ratios on paper)
🎯 Match shift points to engine efficiency + cam powerband
🔁 Closer ratios ≠ always better (depends on shift penalty)
🧠 Design around usable rpm and traction, not peak dyno rpm

💡 REALITY CHECK
The fastest cars aren’t the ones with the biggest number.
They’re the ones that 👉 Shift fast 👉 In the effective rpm window 👉 traction 👉 weight

🔁 Street driven, drop out of peak torque may help maintain traction.

🏎️ If you are unsure on your build approach, want to be faster, need a built box or faster shift, contact us to discuss the specifics

Gear ratios & final drive swaps results - Devil in details ⚙️📊Ratios aren’t just numbers—they define how your engine’s t...
29/04/2026

Gear ratios & final drive swaps results - Devil in details ⚙️📊

Ratios aren’t just numbers—they define how your engine’s torque is applied, maximum speed, number of shifts with no driven power and more. 🚀

The chain: Crank → input shaft → gear pair ratio → output shaft → final drive → tyre radius 🛞
Effective wheel torque = engine torque × gear ratio × final drive ÷ tyre radius

Everything stacks. Small changes = big outcomes ~ overall may net close to ???

Shorter ratios / higher overall multiplication 📈
✔️ Higher wheel torque → stronger acceleration where grip
✔️ Keeps engine in peak power band (area under curve matters)
❌ Reduced road speed per gear
❌ More shifts → each shift = torque interruption & momentum loss
❌ Traction becomes limiting
➡️ “More force, less distance per gear”

Longer ratios / lower multiplication 📉
✔️ Greater speed per gear
✔️ Fewer shifts → better momentum continuity
✔️ Less time off-throttle between gears
❌ Lower wheel torque → slower rate of acceleration
❌ Higher load on engine (lugging risk if too long)
➡️ “Less force, more distance per gear”

Final drive changes 🔄
Affects every gear equally. +9% longer final drive (4.285 to 3.9) = -9% wheel torque, or +9% speed per gear.

Devil in the Detail. What actually matters when choosing 🧠

✔️ Power curve, powerband total, not peak power
Match ratios so shifts land back into strong torque (not below boost threshold on turbo setups, not peak torque if traction limited)

✔️ Shift drop RPM_after_shift = RPM_before × (next gear ÷ current gear) Too large a drop = falling out of powerband

✔️ Speed per gear vs use case
Street, roll racing, circuit—all demand different spacing

Quarter mile - second half is where the race is won, gear ratio that tops out at finish line. Standard 0.912 ratio swap for 0.978 (ten seconds) or 1.028 (11 second plus).

Autocross or circuit - least gear changes, adjust to track speeds

✔️ Shift frequency cost big!
More shifts = more time unloaded → can lose races despite “better” ratios
Shifts to first = greater ratio change, harder on gearset, slower on shift

✔️ Traction limit
Shorter isn’t always faster if you’re already tyre-limited

What to do ~

✔️ Tyre diameter 🛞 (Cheap, often overlooked adjustment)
Larger tyre = effectively longer gearing
Smaller tyre = shorter gearing

OEM gear swaps 🔧
Underrated option—factory durability, low cost, well-tested combinations. Gears must match, synchros and hubs from the same generation.

Final drive swaps 🔧
Underrated option—factory durability, low cost, well-tested combinations. Final drive ring gear, oil pump drive gear (if pump), output shaft ~ for 3.6 + reverse idler, 1/2 gear assembly, input shaft

Aftermarket gearsets and final drive 💸
$4k–$8k+
Closer ratios, optimized spacing—but only worth it when the combo (powerband, track, driving style) justifies it.

Reality check 🎯
Toyota designed excellent ratios around engine characteristics, weight, and intended broad use.

Sometimes the better “gear ratio change”…
➡️ Tyres, increase rpm, aero, or driving the existing ratios better.

If you need gear ratio solutions, second hand and new E series gears, aftermarket gears ~ contact us to discuss,

Balancing ⚙️ New design Ross Racing — 3SGTE / 5SGTE. 🔥 Was it worth the wait...🧠 Harmonic balancers aren’t optional on o...
27/04/2026

Balancing ⚙️ New design Ross Racing — 3SGTE / 5SGTE. 🔥 Was it worth the wait...

🧠 Harmonic balancers aren’t optional on our engines — they’re essential. Frequent RPM swings, gear changes, drop + snap-back loads with strong aftermarket clutches, and much more… that torsional shock travels straight through the crank. A proper balancer absorbs and protect components. 🎯

Solid pulleys? 🚫 NEVER
Even if “it’s worked for years” — they remove the damping layer completely. Less weight (1.6 kg) in a pulley doesn’t mean measurably faster — it means more vibration, more fatigue, more risk. Crank twist isn’t something you feel… until parts start failing. ⚠️

Ross Racing’s new design — where it stands out:
➕ Added mass
➕ Improved damping control
➕ Australian Made
➕ Larger pulley (underdrives accessories)
= More stability at high RPM, smoother harmonics, better longevity in performance builds. 📈

We’ve run the comparisons — ATI and others have their place, but cost vs outcome this time and previously… Ross Racing takes it. 🏁

Built motor? Run a good balancer. It’s not a “nice to have” — it’s protection you want to have 🛡️

Built Gen3/4/5 3SGTE / 5SGTE & BEAMS 3SGE — oil system reality check 🛢️ Restrictions you don’t see ~ but we do ⚠️🔍Factor...
26/04/2026

Built Gen3/4/5 3SGTE / 5SGTE & BEAMS 3SGE — oil system reality check 🛢️ Restrictions you don’t see ~ but we do ⚠️🔍

Factory oil system? Designed in different thought bubbles, mismatched sizing, sharp turns, and flow paths that fight themselves as RPM / flow needs climbs. 📉 Restrictive by design 🚫

Earlier designs fed clean, direct flow, though lacked in pump size, and don't match later gen sumps.

These later setups? 🌪️ Choke point at half the volume of earlier gens. High HP builds expose it fast — unstable oil control / flow, not just "pressure at the switch". 📊

Rebalancing the system. Correcting passage sizing, smoothing transitions, restoring stable flow. ⚙️

This isn’t bolt-on building.
2Spec Garage engineering every restriction out — so every component works with the system efficiently, not against it. 🧠 🔥

Contact us for next level builds and components

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Brisbane City, QLD

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