JUN AUTO CUSTOM KIT FOR TOYOTA 2JZ-GTE 1029M-T002

 

JUN AUTO CUSTOM KIT FOR TOYOTA 2JZ-GTE 1029M-T002

This is not simply a piston upgrade. The JUN Auto 1029M-T002 is a complete high-performance 3.2-liter stroker/bottom-end package designed around the Toyota 2JZ-GTE. JUN calls it the Custom Kit EX 3.2L. 

🔧 What you get

Component	JUN specification
Engine	Toyota 2JZ-GTE
Kit	EX 3.2L
Part number	1029M-T002
Bore	87.0 mm
Stroke	90.0 mm
Displacement	3,210 cc
Compression ratio	8.5:1
Crankshaft	Billet, 1003M-T002
Pistons	Forged C-Series X6
Connecting rods	I-beam X6
Piston pins	X6
Rings	X6 sets
Snap rings	X12

🧠 Why 3.2L matters

The standard 2JZ-GTE is famous for its 86 × 86 mm bore/stroke configuration. JUN changes the architecture to 87 × 90 mm, giving approximately 3.21 L.

The important change is the 90-mm stroke.

Think of it this way:

2JZ-GTE → JUN 3.2L

86 × 86 mm
↓
87 × 90 mm
↓
3,210 cc

The extra displacement gives the turbo engine more swept volume per revolution, which can improve torque production and response, particularly when paired with an appropriately sized turbo system.

🏗️ The serious part: billet crank

The centerpiece is JUN’s 1003M-T002 billet crankshaft. JUN specifically lists the 2JZ-GTE crank as a billet unit. 

That makes this fundamentally different from a conventional “bolt-on” engine modification.

The architecture becomes:

Billet crank → I-beam rods → forged pistons → 3.2L displacement

The result is a purpose-built bottom end rather than simply modifying the factory rotating assembly.

⚙️ Piston engineering

The dedicated piston is specified at:

• 346 g piston weight
• 103 g piston pin
• 32.0 mm compression height
• Concave crown
• 16.7 cc crown volume
• 1.7 cc recess volume

JUN specifies the 8.5:1 compression ratio with a 1.6-mm head gasket as the reference configuration. 

That relatively low compression ratio makes sense for the intended turbocharged 2JZ-GTE application, leaving room for a substantial boost-oriented engine calibration.

🚀 What makes it special?

I’d describe the 1029M-T002 as a “2JZ-GTE turned into a serious modern competition-style foundation.”

The hierarchy is roughly:

Factory 2JZ-GTE
↓
Forged pistons / rods
↓
Stroker conversion
↓
JUN 3.2L EX
↓
Large turbo + appropriate fuel system + engine management
↓
High-output 2JZ build

The big advantage isn’t merely the additional 210 cc. It’s the combination of greater displacement + dedicated forged components + billet crankshaft + purpose-designed piston/rod geometry.

🏁 The verdict

Engineering philosophy: ⭐⭐⭐⭐⭐
Bottom-end strength: ⭐⭐⭐⭐⭐
Turbo potential: ⭐⭐⭐⭐⭐
Torque potential: ⭐⭐⭐⭐⭐
Street practicality: ⭐⭐⭐
Cost: ⭐⭐

This is the kind of component set I’d associate with a serious Supra/JZA80, drag, time-attack or high-output 2JZ project, rather than a casual street build.

One important distinction: the kit itself does not determine horsepower. Turbocharger selection, cylinder head, cams, fuel system, ECU calibration, cooling, lubrication and the rest of the engine build determine what the completed engine can safely produce. 

JUN’s published specification establishes the 3.2L mechanical foundation, not a guaranteed power figure. 

JUN AUTO CUSTOM KIT FOR TOYOTA 2JZ-GTE 1029M-T002

KREISSIEG CATALYTIC BYPASS PIPE FOR LAMBORGHINI GALLARDO LAG-01

 

KREISSIEG CATALYTIC BYPASS PIPE FOR LAMBORGHINI GALLARDO LAG-01

The Kreissieg LAG-01 is a stainless-steel cat-bypass pipe set designed for the early Kreissieg exhaust architecture of the Lamborghini Gallardo. 

Kreissieg lists it as the Stainless Cat-Bypass Pipe [LAG-01], while a specialist listing identifies the application as Gallardo 2004–2007. 

🧠 The engineering breakdown

What it replaces

V10 exhaust manifold → catalytic converter → LAG-01 bypass → downstream exhaust

The LAG-01 removes the catalytic-converter restriction from that section of the exhaust. It is supplied as two stainless-steel

Characteristic	LAG-01
Application	Lamborghini Gallardo
Product	Catalytic bypass pipes
Part number	LAG-01
Material	Stainless steel
Configuration	Pair of bypass pipes
Era/application	Early Gallardo, approximately 2004–2007
Construction	Kreissieg handmade / made-to-order
Primary effect	Much less exhaust restriction
Main character	Extremely aggressive V10 exhaust note

🔥 Why it changes a Gallardo so dramatically

The Gallardo’s 5.0L naturally aspirated V10 is fundamentally a high-RPM engine. Removing the catalyst section changes the exhaust system’s acoustic and flow characteristics substantially.

Think of the exhaust as three layers:

1. Catalytic converters → emissions control
They create restriction and also absorb/alter some of the high-frequency exhaust energy.

2. Bypass pipes → freer gas path
The LAG-01 substitutes a much less restrictive path.

3. Rear exhaust/muffler → final sound shaping
This becomes especially important if paired with Kreissieg’s F1-style valvetronic system.

Kreissieg’s Gallardo catalogue places the LAG-01 alongside its F1 Sound Valvetronic systems, showing that the bypass pipe is intended as part of a much more aggressive exhaust configuration rather than simply being an isolated cosmetic modification. 

🎵 The famous Kreissieg philosophy

This is where Kreissieg becomes unusual.

Its Gallardo valvetronic systems allow different sound levels, with Kreissieg describing settings ranging from approximately stock-like sound through increasingly high-pitched, F1-inspired levels. 

So conceptually:

Stock cats + stock exhaust
→ refined V10

LAG-01 + performance exhaust
→ dramatically louder, sharper V10

LAG-01 + Kreissieg F1 valvetronic exhaust
→ the extreme high-frequency, exotic/F1-inspired Gallardo sound for which Kreissieg became famous.

⚠️ Important technical trade-offs

A cat-bypass system isn’t simply “free horsepower.”

Removing catalytic converters can:

• increase exhaust flow
• reduce exhaust backpressure
• dramatically increase exhaust volume
• change exhaust-gas temperature characteristics
• trigger emissions-related faults depending on the vehicle/calibration
• make the car unsuitable for road use where catalytic converters are legally required

A specialist listing specifically warns that it cannot guarantee no CEL (check-engine light) because emissions specifications differ between countries and vehicles. 

So the LAG-01 is best understood as an extreme motorsport/show-oriented exhaust component, not merely a conventional bolt-on performance part.

🏁 The ultimate Kreissieg Gallardo concept

5.0 V10 Gallardo
↓
Kreissieg LAG-01 cat bypass
↓
Kreissieg F1 Sound Valvetronic exhaust
↓
large-flow exhaust path + electronically controlled sound
↓

high-RPM V10 scream

That’s why the LAG-01 is particularly interesting: the pipe itself is relatively simple; its real significance is how it transforms the acoustic character of the Gallardo when combined with Kreissieg’s F1-oriented exhaust architecture.

KREISSIEG CATALYTIC BYPASS PIPE FOR LAMBORGHINI GALLARDO LAG-01

STI 6POT BRAKE KIT F FOR IMPREZA 5DOOR (GR) 26100ZR000

 

STI 6POT BRAKE KIT F FOR IMPREZA 5DOOR (GR) 26100ZR000

This is one of the serious STI factory-engineered brake upgrades for the GR/GV Impreza WRX STI—not simply a larger caliper swap. 

STI developed the complete system around braking consistency, heat management and front/rear balance. 

🧠 Technical breakdown

Core hardware:

• Brembo 6-piston monobloc front caliper
• STI multi-grooved high-heat-dissipation rotors
• STI racing brake pads front + rear
• Stainless-mesh brake hoses front + rear
• Designed around the car’s existing rear brake hardware. 

The important point is the 6-piston monobloc architecture. Six pistons distribute clamp force across the pad more evenly, helping maintain consistent pad contact and reducing uneven loading as temperatures rise.

🔥 Why the rotor design matters

On a WRX STI being driven hard, the limiting factor isn’t necessarily maximum stopping force—it is repeatability.

Think:

Brake pedal → hydraulic pressure → pistons → pad → rotor → heat

The multi-grooved rotor is designed to improve heat dissipation while the STI pad compound is calibrated for the system. The result STI targets is greater fade resistance during winding-road and circuit driving. 

So compared with a normal big-brake upgrade:

OEM 4-pot
→ strong initial braking
→ heat builds
→ pedal/pad performance can deteriorate

STI 6-pot
→ higher thermal capability
→ better pad pressure distribution
→ more consistent braking over repeated hard stops

⚙️ The clever part: STI didn’t simply make the front bigger

26100ZR000 is intended to work with the standard rear brake system. STI specifically warns that mixing different aftermarket rear calipers, rotors or pads can disturb the intended front/rear brake balance. 

That matters enormously on an AWD performance car.

You don’t want:

More front braking = automatically better braking

You want:

Maximum usable braking = front/rear balance + tyre grip + ABS calibration + thermal consistency

That’s why STI engineered the kit as a system rather than just selling six-piston calipers.

🛞 Wheel clearance is serious

This is where many GRB owners need to pay attention.

STI recommends 18 × 8.5J +53 BBS or ENKEI wheels. The caliper can interfere with the inner wheel on cars that don’t have the appropriate wheel configuration. STI states that the kit is for vehicles already equipped with the standard Brembo brake system. 

So this isn’t a casual:

“GR Impreza → bolt on 6-pot”

conversion.

You need to verify:

caliper → spoke clearance
caliper → barrel clearance
rotor position → hub
wheel offset
existing Brembo configuration

🏁 Street vs track

Characteristic	OEM STI Brembo	STI 6POT 26100ZR000
Initial bite	⭐️⭐️⭐️⭐️	⭐️⭐️⭐️⭐️⭐️
Heat capacity	⭐️⭐️⭐️⭐️	⭐️⭐️⭐️⭐️⭐️
Repeated braking	⭐️⭐️⭐️⭐️	⭐️⭐️⭐️⭐️⭐️
Pedal consistency	⭐️⭐️⭐️⭐️	⭐️⭐️⭐️⭐️⭐️
Circuit suitability	⭐️⭐️⭐️⭐️	⭐️⭐️⭐️⭐️⭐️
Visual impact	⭐️⭐️⭐️⭐️	⭐️⭐️⭐️⭐️⭐️
Running cost	Lower	Higher

STI explicitly notes that the rotors and pads wear faster than genuine standard components. 

💴 Interesting detail

And there’s an important companion upgrade: STI’s 4-pot rear kit, 26100ZR040, was designed to be used together with this 6-pot front system when a different rear setup is desired. 

🏆 My technical verdict

26100ZR000 = a very OEM+ Japanese-engineered big-brake system.

Its philosophy isn’t:

“Put the biggest caliper possible on the car.”

It’s:

Brembo monobloc + thermal rotor + dedicated pads + controlled hose response + engineered brake balance.

That makes it particularly attractive for a GRB/GVB WRX STI used for fast road driving and occasional circuit work, where repeated braking performance is more important than simply having an enormous-looking caliper.

Engineering score: 9.3/10

Track suitability: 9.5/10

OEM integration: 10/10

Brutality: 9/10

Maintenance economy: 6.5/10

The coolest aspect is that this is essentially STI taking an already serious Brembo 4-pot WRX STI braking system and pushing the front axle toward motorsport-grade thermal and pressure management, while retaining a carefully controlled rear system.

STI 6POT BRAKE KIT F FOR IMPREZA 5DOOR (GR) 26100ZR000