A DISGRACED doctor has been blasted by drink-driving campaigners after she was caught at almost five times over the limit.
Dr Claire Nelson was arrested by police after a shocked onlooker had watched her fall "flat on her face" in a car park.
Nelson, a 35-year-old GP, had been spotted swerving her Toyota Celica car outside a restaurant in Harthill, Lanarkshire, in March this year.
A witness had watched as she crashed the car, then staggered around the car park to study the damage. The horrified onlooker was forced to intervene and confiscate Nelson's keys after the GP fell face first on to the ground.
The police were called and a breathalyser test on Nelson, of Hamilton, later gave a reading of 172 micrograms of alcohol. The limit is 35.
Nelson told police: "I am guilty" and admitted the charge at Hamilton Sheriff Court.
Yesterday, Sheriff Thomas Millar placed her on probation for 18 months and banned her from the road for two years.
Carole Whittingham, of the Campaign against Drinking and Driving,
said: "It's disappointing that such an influential person would choose to drink and drive."
Thursday, May 6, 2010
Throwback Thursday: TRD Action Package
One of the downfalls when I owned a seventh gene Toyota Celica was this commercial with the slogan “looks solid” It was a butt of all jokes when people clowned on how to brake the car was …
But ignorance is bliss, a little-known potential they 2zz-ge had. Not to mention how much fun the Lotus Elise would be when rocking this engine …
The ad campaign for the TRD bodykit dubbed “Action Package” for the Celica was really funny though …
Commercial 1:
Commercial 2:
Yeah, I can not stop saying that I miss mine. I admit it IS300/Altezza I have now is a pretty boring sedan. I do not think I’ll ever be completely satisfied with my current car until I convince myself one day in exchange for a 2jz-GTE.
This entry was posted on 29 April 2010 08:00 and is filed under Cars, reversion Thursday with tags 1zz, 1zz-fe, 2zz, 2zz-ge, 7G Celica, the seventh gene, 7 generation Celica Action Package, Celica, Celica GT, Celica GT-S, Celica GTS, GT, GT-S, see Real’m quickly along, looks solid commercial, seventh-generation Toyota, Toyota Celica, Toyota Racing Development, Toyota Racing Development bodykit , TRD, TRD bodykit, VVT-i, VVTI. You can follow any responses to this entry through the RSS 2.0 feedDu can leave a response, or trackback from your own site.
One of the downfalls when I owned a seventh gene Toyota Celica was this commercial with the slogan “looks solid” It was a butt of all jokes when people clowned on how to brake the car was …
But ignorance is bliss, a little-known potential they 2zz-ge had. Not to mention how much fun the Lotus Elise would be when rocking this engine …
The ad campaign for the TRD bodykit dubbed “Action Package” for the Celica was really funny though …
Commercial 1:
Commercial 2:
used cars Yeah, I can not stop saying that I miss mine. I admit it IS300/Altezza I have now is a pretty boring sedan. I do not think I’ll ever be completely satisfied with my current car until I convince myself one day in exchange for a 2jz-GTE.
This entry was posted on 29 April 2010 08:00 and is filed under Cars, reversion Thursday with tags 1zz, 1zz-fe, 2zz, 2zz-ge, 7G Celica, the seventh gene, 7 generation Celica Action Package, Celica, Celica GT, Celica GT-S, Celica GTS, GT, GT-S, see Real’m quickly along, looks solid commercial, seventh-generation Toyota, car rentals Toyota Celica, Toyota Racing Development, Toyota Racing Development bodykit , TRD, TRD bodykit, VVT-i, VVTI. You can follow any responses to this entry through the RSS 2.0 feedDu can leave a response, or trackback from your own site.
But ignorance is bliss, a little-known potential they 2zz-ge had. Not to mention how much fun the Lotus Elise would be when rocking this engine …
The ad campaign for the TRD bodykit dubbed “Action Package” for the Celica was really funny though …
Commercial 1:
Commercial 2:
Yeah, I can not stop saying that I miss mine. I admit it IS300/Altezza I have now is a pretty boring sedan. I do not think I’ll ever be completely satisfied with my current car until I convince myself one day in exchange for a 2jz-GTE.
This entry was posted on 29 April 2010 08:00 and is filed under Cars, reversion Thursday with tags 1zz, 1zz-fe, 2zz, 2zz-ge, 7G Celica, the seventh gene, 7 generation Celica Action Package, Celica, Celica GT, Celica GT-S, Celica GTS, GT, GT-S, see Real’m quickly along, looks solid commercial, seventh-generation Toyota, Toyota Celica, Toyota Racing Development, Toyota Racing Development bodykit , TRD, TRD bodykit, VVT-i, VVTI. You can follow any responses to this entry through the RSS 2.0 feedDu can leave a response, or trackback from your own site.
One of the downfalls when I owned a seventh gene Toyota Celica was this commercial with the slogan “looks solid” It was a butt of all jokes when people clowned on how to brake the car was …
But ignorance is bliss, a little-known potential they 2zz-ge had. Not to mention how much fun the Lotus Elise would be when rocking this engine …
The ad campaign for the TRD bodykit dubbed “Action Package” for the Celica was really funny though …
Commercial 1:
Commercial 2:
used cars Yeah, I can not stop saying that I miss mine. I admit it IS300/Altezza I have now is a pretty boring sedan. I do not think I’ll ever be completely satisfied with my current car until I convince myself one day in exchange for a 2jz-GTE.
This entry was posted on 29 April 2010 08:00 and is filed under Cars, reversion Thursday with tags 1zz, 1zz-fe, 2zz, 2zz-ge, 7G Celica, the seventh gene, 7 generation Celica Action Package, Celica, Celica GT, Celica GT-S, Celica GTS, GT, GT-S, see Real’m quickly along, looks solid commercial, seventh-generation Toyota, car rentals Toyota Celica, Toyota Racing Development, Toyota Racing Development bodykit , TRD, TRD bodykit, VVT-i, VVTI. You can follow any responses to this entry through the RSS 2.0 feedDu can leave a response, or trackback from your own site.
Properly Installing Toyota Tundra or Celica Engines
The main Toyota Tundra engine that serviced the design between 2000 and 2006 was released the same year one of the great Toyota Celica
Engines was released. This greatest of Celica Engines, the culmination of years of design work, including the perfection of variable valve timing, is of course the vaunted 1ZZ-FE. Less common among Toyota Celica Engines is the even higher performing 2ZZ-GE engine. These 1.8L motors pale in comparison size wise to the 4.7L 2UZ-FE Toyota Tundra Engine, but are none the less equally important. In this article, we’ll share with you tips on finding good replacement motors for your Celica or Tundra, how to investigate the company you’re dealing with, and hopefully save yourself time and money.
The first thing you’ll need to know is that you want to find a low mileage engine for your replacement. If you put something in with high miles, your Toyota Tundra engine probably will not last. Keep in mind that for many this is a work truck that is driven hard. While the 2UZ-FE is well constructed, low miles make sense.
When you get your 2UZ-FE, there are a few things I recommend always replacing in addition to normal maintenance parts. Check with the company you buy your 2UZ-FE from first though, because these things might void the warranty of some companies. The first thing I recommend replacing is the motor mounts, unless yours are in stellar shape (this shouldn’t void anyone’s warranty). Since your old engine is worn out, probably from age, I doubt this is the case! Go ahead and spring for new mounts to make sure nothing binds up. The second thing I recommend replacing is your valve cover gaskets and resealing your oil pan. Seals on engines wear with age, and it is much easier to replace them when your motor is out, on the stand, before installation.
You should do the same things to your 1ZZ-FE, depending on the mileage. Will last longer than Celica engines are much smaller than your typical Toyota Tundra engine, but the mounts still take a tremendous beating. Seals still break down with time and should be replaced as well. Internally, an eight cylinder 2UZ-FE with 40,000 miles should have less wear than a than a 4 cylinder 1ZZ-FE will. This is just the nature of a 4 cylinder engine versus an eight cylinder engine, all other things being equal.
You should always use from your old motor your wiring, bolt on accessories (power, alternator, air conditioning compressor, starter, fuel rail) when installing any of these motors because you know that your old ones worked properly. Always use your own sensors, because you know they will match your engine computer. Of course, if you had a failed sensor you could always try to use the one on your replacement Toyota Tundra engine. Toyota Celica engines are known for sensor issues, so it would make sense to scavenge as many of these as possible from both motors. In fact, you should go ahead and make this a practice whenever you do a motor swap. You must keep in mind that you have to match the sensors up, because they can vary by year model and computer type.
Engines was released. This greatest of Celica Engines, the culmination of years of design work, including the perfection of variable valve timing, is of course the vaunted 1ZZ-FE. Less common among Toyota Celica Engines is the even higher performing 2ZZ-GE engine. These 1.8L motors pale in comparison size wise to the 4.7L 2UZ-FE Toyota Tundra Engine, but are none the less equally important. In this article, we’ll share with you tips on finding good replacement motors for your Celica or Tundra, how to investigate the company you’re dealing with, and hopefully save yourself time and money.
The first thing you’ll need to know is that you want to find a low mileage engine for your replacement. If you put something in with high miles, your Toyota Tundra engine probably will not last. Keep in mind that for many this is a work truck that is driven hard. While the 2UZ-FE is well constructed, low miles make sense.
When you get your 2UZ-FE, there are a few things I recommend always replacing in addition to normal maintenance parts. Check with the company you buy your 2UZ-FE from first though, because these things might void the warranty of some companies. The first thing I recommend replacing is the motor mounts, unless yours are in stellar shape (this shouldn’t void anyone’s warranty). Since your old engine is worn out, probably from age, I doubt this is the case! Go ahead and spring for new mounts to make sure nothing binds up. The second thing I recommend replacing is your valve cover gaskets and resealing your oil pan. Seals on engines wear with age, and it is much easier to replace them when your motor is out, on the stand, before installation.
You should do the same things to your 1ZZ-FE, depending on the mileage. Will last longer than Celica engines are much smaller than your typical Toyota Tundra engine, but the mounts still take a tremendous beating. Seals still break down with time and should be replaced as well. Internally, an eight cylinder 2UZ-FE with 40,000 miles should have less wear than a than a 4 cylinder 1ZZ-FE will. This is just the nature of a 4 cylinder engine versus an eight cylinder engine, all other things being equal.
You should always use from your old motor your wiring, bolt on accessories (power, alternator, air conditioning compressor, starter, fuel rail) when installing any of these motors because you know that your old ones worked properly. Always use your own sensors, because you know they will match your engine computer. Of course, if you had a failed sensor you could always try to use the one on your replacement Toyota Tundra engine. Toyota Celica engines are known for sensor issues, so it would make sense to scavenge as many of these as possible from both motors. In fact, you should go ahead and make this a practice whenever you do a motor swap. You must keep in mind that you have to match the sensors up, because they can vary by year model and computer type.
Toyota Engine Technical Specifications
2007 saw a major shift in the Toyota Tundra Engine lineup. Toyota went from two engines to three: the 5.7L 3UR-FE, the 4.7L 2UZ-FE, and the 4.0L 1GR-FE The last generation of Toyota Celica engines saw to 1.8L motors.
The eight cylinder 5.7L Toyota Tundra Engine is the largest Toyota engine in use in North America. This motor is DOHC with 32 valves, and makes use of dual VVT-I, which means the valve timing is variable both on the intake and exhaust valves. The bore size is 94mm and the stroke is 102mm. Should you need to replace this motor in your vehicle, I strongly recommend you buy a used engine, since a new one will set you back just under $20,000. There is unlikely to be a strong remanufacturing market for this engine, since the magnesium alloy head is difficult to work with. This engine is produced at Toyota’s plant near Huntsville, AL.
The 2UZFE is a 4.7L Toyota Tundra engine also produced at the Huntsville plant. It also has a 94mm bore, but the stroke is reduce to 84mm. Again, we have a 32 valve DOHC. There is not dual VVT-I on this engine though – only variable valve timing. The 2UZFE utilizes a cast iron block and aluminum heads.
The 1GR-FE is a six cylinder, 32 valve DOHC 4.0L engine. This engine uses VVT-i, which mean that the valve on the intake cam is variable. Further, this engine cannot be bored out. Toyota has gone to an elliptical shape intake port. They claim that this is to reduce fuel consumption via more evenly distributed fuel, but the cynic in me feels that this is merely an attempt to make the engine nonrebuildable.
Getting into Toyota Celica engines, we first look at the 1ZZFE. This engine was built for US vehicles in Cambridge, Ontario, Canada and in Buffalo, West Virginia. It is a 1794 CC, 16 valve DOHC motor, with a bore of 79mm and a stroke of 84mm. All 2000-2005 GTs have the 1ZZFE. This engine utilizes a timing chain instead of a chain. A timing chain is considered to be of higher quality than a belt.
The upgrade of Toyota Celica engines is the 2ZZGE. Also a 16 valve DOHC engine, the bore is 82mm and the stroke is 85mm. Japanese produced only, this engine utilizes a 11.5:1 compression ratio requiring gasoline with a 91 octane minimum. This is a dual VVTL-i system, which means that the valve lift varies according to need on both the intake cams and the exhaust cams, greatly increasing performance.
Both Toyota Celica engines could be mated with either an automatic or manual transmission, though only the GTS could get the six speed manual transmission.
About: Every Toyota Tundra engine I’ve encountered has been of the highest possible quality. The same goes for all Toyota Celica engines I’ve run into. Well maintained, these motors should run “forever.”
The eight cylinder 5.7L Toyota Tundra Engine is the largest Toyota engine in use in North America. This motor is DOHC with 32 valves, and makes use of dual VVT-I, which means the valve timing is variable both on the intake and exhaust valves. The bore size is 94mm and the stroke is 102mm. Should you need to replace this motor in your vehicle, I strongly recommend you buy a used engine, since a new one will set you back just under $20,000. There is unlikely to be a strong remanufacturing market for this engine, since the magnesium alloy head is difficult to work with. This engine is produced at Toyota’s plant near Huntsville, AL.
The 2UZFE is a 4.7L Toyota Tundra engine also produced at the Huntsville plant. It also has a 94mm bore, but the stroke is reduce to 84mm. Again, we have a 32 valve DOHC. There is not dual VVT-I on this engine though – only variable valve timing. The 2UZFE utilizes a cast iron block and aluminum heads.
The 1GR-FE is a six cylinder, 32 valve DOHC 4.0L engine. This engine uses VVT-i, which mean that the valve on the intake cam is variable. Further, this engine cannot be bored out. Toyota has gone to an elliptical shape intake port. They claim that this is to reduce fuel consumption via more evenly distributed fuel, but the cynic in me feels that this is merely an attempt to make the engine nonrebuildable.
Getting into Toyota Celica engines, we first look at the 1ZZFE. This engine was built for US vehicles in Cambridge, Ontario, Canada and in Buffalo, West Virginia. It is a 1794 CC, 16 valve DOHC motor, with a bore of 79mm and a stroke of 84mm. All 2000-2005 GTs have the 1ZZFE. This engine utilizes a timing chain instead of a chain. A timing chain is considered to be of higher quality than a belt.
The upgrade of Toyota Celica engines is the 2ZZGE. Also a 16 valve DOHC engine, the bore is 82mm and the stroke is 85mm. Japanese produced only, this engine utilizes a 11.5:1 compression ratio requiring gasoline with a 91 octane minimum. This is a dual VVTL-i system, which means that the valve lift varies according to need on both the intake cams and the exhaust cams, greatly increasing performance.
Both Toyota Celica engines could be mated with either an automatic or manual transmission, though only the GTS could get the six speed manual transmission.
About: Every Toyota Tundra engine I’ve encountered has been of the highest possible quality. The same goes for all Toyota Celica engines I’ve run into. Well maintained, these motors should run “forever.”
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