{"id":8104,"date":"2015-11-04T16:00:17","date_gmt":"2015-11-04T20:00:17","guid":{"rendered":"https:\/\/engineswapdepot.com\/?p=8104"},"modified":"2015-11-04T16:00:17","modified_gmt":"2015-11-04T20:00:17","slug":"1988-toyota-cressida-with-a-lsx","status":"publish","type":"post","link":"https:\/\/engineswapdepot.com\/?p=8104","title":{"rendered":"1988 Toyota Cressida with a LSx"},"content":{"rendered":"

\"1988<\/a><\/p>\n

When Johnsea purchased this 1988 Toyota Cressida it came loaded with an inline-six and automatic transmission. It stayed that way for about seven days.<\/p>\n

\"1988<\/a><\/p>\n

The factory engine was removed to make way for a LSx V8 consisting of a 5.7 L stock bottom and LS2 243 heads. It was upgraded with Texas Speed Torquer V2 camshaft, Comp Cams dual valve springs with Titanium caps, 42 lb injectors, 85 mm throttle body and CX Racing front sump oil pan, MX83 stainless headers and engine mounts. Johnsea is hoping for 400+ horsepower to the rear wheels when he gets it on the dyno. Behind the engine sits a Competition Clutch 6 puck clutch and T-56 six-speed transmission.<\/p>\n

\"1988<\/a><\/p>\n

\"1988<\/a><\/p>\n

The front subframe used the stock Cressida version but was cut and boxed so the oil pan would fit. A Nissan S13 front suspension was then installed along with a five lug hubs. The rear subframe is completely custom made from square tubing. Johnsea estimates he spent 40-50 hours making the jig, rear subframe, and squaring it to the car.<\/p>\n

\"1988<\/a><\/p>\n