toyota aristo modified
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After the successful launch of Toyota’s first-generation (S140) Aristo, the brand knew they were onto something with their original premium sedan, which was packed with plenty of amenities and a range of large engines, including the 2JZ-GTE. In 1997 Toyota released the third-generation Aristo (S160), which to this day holds the title of one of the best premium sedans to come from the brand. It also just so happens that a good friend of mine, Alastair Wootten, owned one, so I decided to take a closer look into the Aristo craze.
What makes the Aristo so good? First of all, you need to know what market the Aristo was originally built for to get the best idea. Toyota originally aimed to design a ‘deluxe saloon’, which would be aimed at customers who had an inkling to purchase European vehicles for their dose of luxury, but wanted the reliability of a Lexus/Toyota. The original Aristo came with three engine variations; the 2JZ-GE, the 2JZ-GTE, and the eight-cylinder 1UZ-FE. With the three engine variations came three significantly different vehicle weights; the 2JZ-GE model was 1570kg, the 2JZ-GTE model was 1680kg, and the 1UZ-FE model was 1740kg.
The reason the I-Four 1UZ-FE–powered model was so heavy, was because it was all-wheel drive. In fact, the all-aluminium 1UZ-FE eight-cylinder engine is significantly lighter than the six-cylinder 2JZ-GTE engine, which featured a cast-iron cylinder block. In factory form, the eight-cylinder 1UZ produced 186kW and a smooth linear power band. The pick of the six-cylinder crop was the 2JZ-GTE, which produced 206kW in factory form and even more torque than the eight-cylinder variant. Modification of the 2JZ-GTE engine was still in its infancy in the early ’90s, but the true potential was starting to be well-known, and the 2JZ would soon hit legendary status in Japan.
With walnut trim, leather seating, an optional Nakamichi stereo system, moon-roof remote, and 12-CD auto changer, the Aristo was a huge hit worldwide, and loyal Toyota fans the world over wanted to see what Toyota had in store next — enter the JZS160, JZS161, and UZS160.
Alastair’s example was the highly sought after V300 JZS161, which came factory fitted with the, now legendary, 2JZ-GTE engine. The 2JZ-GTE had been updated since the previous model too, with both the naturally aspirated version and the turbocharged version receiving VVT-i, which resulted in an increase in torque — the GTE now boasting 451Nm. The V300 also came with the option of having electronic four-wheel steering, VSC electronic stability control, and an automatic transmission with steering wheel shifter buttons, but enough of that; what was it like to drive?
Essentially, each car in the club is a blend of several visually expressive car cultures. I’m a big fan of this club because their cars kind of fit in to all three of the aforementioned genres, without strictly adhering to a single one. Their train of thought meshes very well with my‘do what you want, with what you own’mindset towards car modification.
At first look, if you’re not familiar with the Toyota Aristo chassis, it’s simply ‘another’ slammed and kitted JDM sedan. Boring, right? I can already hear keys clacking, and thumbs err.. thumbing: ‘Can’t Keiron find some interesting cars for Dave to write about?’
Kemal, or ‘K’ as most call him, is not shy to admit that this car is basically a test bed for any idea that crosses his mind. It’s seen several different looks in the 10 years he’s owned it. It’s also been in various states of repair, from pristine to decrepit and back again.
The mismatched Bride seats in the dyed black half interior are not for a judges scorecard. In fact, K doesn’t really like shows much at all; sitting around looking at the car for eight hours or more just doesn’t interest him. Small parking lot meets, informal gatherings and drift days are where he’d much rather spend his time.
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